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05-31-2022 - PC Special Mtg Agenda (final)PLANNING COMMISSION SPECIAL MEETING City of Campbell, California Register in advance for this webinar: https://campbellca.gov/PCSignup. After registration, you will receive a confirmation email containing information about joining the webinar. During the registration process, you will be asked if you would like to speak on any of the agenda items. Please provide detail on the items you would like to discuss. May 31, 2022 6:00 p.m. City Hall, Council Chambers AGENDA NOTE: To protect our constituents, City officials, and City staff, the City requests all members of the public to follow the guidance of the California Department of Health Services', and the County of Santa Clara Health Officer Order, to help control the spread of COVID-19. Additional information regarding COVID-19 is available on the City's website at www.campbellca.gov. This Regular Planning Commission meeting will be conducted in person with the Commissioners meeting at City Hall, Council Chambers, as well as via telecommunication (Zoom) being available for members of the public. The meeting is compliant with provisions of the Brown Act. This Regular Planning Commission meeting will also be live streamed on Channel 26, the City's website and on YouTube at https://www.youtube.com/user/CityofCampbell for those who only wish to view the meeting but not participate. Those members of the public wishing to provide public comment at this meeting virtually are asked to register in advance at https://campbellca.gov/PCSignup. After registering, you will receive a confirmation email containing information about joining the meeting via Zoom. Members of the public may attend the meeting in person at Campbell City Hall - Council Chambers. If attending in person, face coverings and physical distancing will be required until further notice. Public comment for the Planning Commission meetings will be accepted via email at planning@campbellca.gov by 5 p.m. on the day of the meeting. Written comments will be posted on the website and distributed to the PC. If you choose to email your comments, please indicate in the subject line “FOR PUBLIC COMMENT” and indicate the item number. ROLL CALL COMMUNICATIONS AGENDA MODIFICATIONS OR POSTPONEMENTS ORAL REQUESTS This is the point on the agenda where members of the public may address the Commission on items of concern to the Community that are not listed on the agenda this evening. People may speak up to 5 minutes on any matter concerning the Commission. STUDY SESSION 1. PLN-2022-59 Study Session to receive a presentation by Cal Poly San Luis Obispo on Downtown and Light Rail Station Vision Planning. Planning Commission Agenda for May 31, 2022 Page 2 of 2 REPORT OF THE COMMUNITY DEVELOPMENT DIRECTOR ADJOURNMENT Adjourn to the next Regular Planning Commission meeting of June 14, 2022 at 7:30 p.m. This meeting will be in person for the members of the Planning Commission at Campbell City Hall, Council Chambers, 70 N. First Street, Campbell, CA. Members of the public are still allowed to participate remotely by Zoom or attend in person (as space allows while maintaining on-going face covering and social distancing). Americans with Disabilities Act (ADA) In compliance with the Americans with Disabilities Act, listening assistance devices are available for meetings held in the Council Chambers. If you require accommodation to participate in the meeting, please contact the Community Development Department, at planning@campbellca.gov or (408) 866-2739. ITEM NO. 1 CITY OF CAMPBELL ∙ PLANNING COMMISSION Staff Report ∙ May 31, 2022 PLN-2022-59 Study Session to receive a presentation by Cal Poly San Luis Obispo on Downtown and Light Rail Station Vision Planning. RECOMMENDED ACTION That the Planning Commission receive a presentation and provide feedback on the materials and vision concepts prepared by students. DISCUSSION Understanding several housing opportunity sites have been concentrated around transit-centers, the City of Campbell has worked with Cal Poly San Luis Obispo to develop transit-oriented development plans for the Downtown and areas surrounding the Winchester light rail station. Included as attachments, are a series of urban design visions for the Winchester light rail station and surrounding areas (reference Attachment A – Urban Design Visions, Winchester District) which were produced by undergraduate students in the Urban Design III Studio (CRP 341), and a draft copy of a report outlining plans for Downtown Campbell (reference Attachment B - Vision Plan Downtown Campbell) which were prepared by graduate students in the Project Planning and Design Studio (CRP 553). These items will be presented by Cal Poly students at the meeting. Prepared by: Stephen Rose, Senior Planner Approved by: Rob Eastwood, Community Development Director Attachment A – Urban Design Visions, Winchester District – Undergraduate Students Attachment B – Vision Plan Downtown Campbell (Draft) – Graduate Students Urban Design Visions Winchester District Campbell, CA Cal Poly San Luis Obispo City and Regional Planning CRP 341 Urban Design Studio III June 2022 Page Left Blank Intentionally Urban Design Visions, Winchester District, Campbell, CA Prepared by CRP 341 Urban Design Studio III for the Community Development Department City of Campbell Credits CRP 341 Urban Design Studio III Gerardo Arregui Connor Berger Matthias Berry Kay Choe Benjamin Chu Aidan Clark Avery Crower William Daniels Gabrielle DeLavallade Natalie Delos Santos Sophia Escalona Community Development Department City of Campbell Kyle Servando Vidusha Srivatsan Shane Strunk Joe Tam Susana Toner Owen Troy Eric Wang John Washam Abby Weizer Keigo Yamamoto Kyle Hauk Daryl Hernandez Finn James Emily LaDue Dane Mueller Sharon Ng Niklas Nordstrom Chloe Partain Peyton Pederson Lila Roake Elia Rosner Instructors Beate von Bischopinck & Amir Hajrasouliha Stephen Rose Senior Planner Rob Eastwood Director Larissa Lomen Assistant Planner Urban Design Visions, Winchester District, Campbell, CA Urban Design Visions, Winchester District, Campbell, CA Acknowledgements The students enrolled in this studio and their instructors Dr. Amir Hajrasouliha and Beate von Bischopinck are grateful to the City of Campbell, and the City Council for providing an opportunity to contribute to the city’s planning eff orts. We are indebted to Community Development Director, Rob Eastwood, Senior Planner and Housing Coordinator, Stephen Rose, Senior Planner, Daniel Fama, and Assistant Planner, Larissa Lomen for generously making time to arrange our ﬁ eld trip and respond to the student work. Josselyn Hazen, Transit-Oriented Development Project Manager at VTA, and Jessie O’Malley Solis, TOD Manager at VTA also attended a virtual meeting to listen to student teams present their concepts and visions. We also want to thank the planning commission members for taking the time to listen to our ﬁ nal presentation. We thank Brian Loventhal, the City Manager of Campbell, for his support and contributions to this project from its inception. During our site visit, Councilmember Liz Gibbons, and Susan Blake chair of the Campbell historic preservation committee explained the biggest challenges and opportunities in Campbell and for our site. The valuable written comments we received from Susan M. Landry, Councilwoman, helped our students to propose innovative, still practical solutions for the site. Finally, we thank the individuals who responded to our on-site survey and agreed to be interviewed by the students. Page Left Blank Intentionally Contents 1. Introduction 2.1. Background Studies 2.1.1. TOD Principles and Guidelines 2.1.2. Review of Planning Documents 2.1.3 Case Studies 2.2 Project Setting 2.2.1 Services and Facilities 2.2.2. Land Use, Zoning, and Surrounding Uses 2.2.3. Site Assessment 2.3. TOD Characteristics and Market Readiness of the Site 2.3.1. Market Readiness 2.3.2. Development Potentials 2.3.3. TOD Characteristics 2.3.4. Stakeholder Interests 2.4. SWOT Analysis 2. Existing Conditions 3. Goals and Objectives 4. Design Concepts 4.1. Team 1 4.2. Team 2 4.3. Team 3 4.4. Team 4 4.5. Team 5 4.6. Team 6 4.7. Team 7 4.8. Team 8 1 5 55 59 Urban Design Visions, Winchester District, Campbell, CA 7 7 8 22 31 31 35 36 39 39 41 43 47 51 69 77 85 93 101 109 117 125 Page Left Blank Intentionally 1. Introduction Urban Design Visions - Winchester District Campbell, CA 1 Page Left Blank Intentionally This project contributes to the City of Campbell’s long-range planning eff orts, the Valley Transit Authority (VTA), and the County Offi ce of Supportive Housing (OSH) to develop urban design concepts for the surrounding area around the Winchester light rail station. It is produced by students in the Urban Design Studio III (CRP 341) at Cal Poly´s City and Regional Planning Department during the Spring Quarter of 2022. The project consists of alternative long-range visions encompassing public and private lands. It features conceptual development scenarios that include land uses, building envelopes, public facilities, circulation, and open spaces. The work is conducted in three major phases: a) assessment of community needs, the area’s potential, and current policies and initiatives; b) visioning; and c) development of urban design concept proposals. The project is conducted in the following phases: Phase A) Site Assessment • Site visit and meeting(s) with the client/planning staff ; • Study of existing applicable federal, state, county, and local plans and regulations; • A literature search of historical, developmental, and community-related factors; • Analysis of regional and local demographic and market trends; • On-site physical, environmental, and community surveys; • SWOT (strengths, weaknesses, opportunities, and threats) analysis of project area; Phase B) Concept Development • Identiﬁ cation of development principles; • Procurement and assessment of comparable case studies. • Identiﬁ cation of vision, goals, objectives, and conceptual ideas and schematics; • Preliminary alternative development scenarios; • Presentation to the client. Phase C) Plan Development • Revision of alternative concepts to reﬂ ect feedback from the community and/or clients; • Development of plans, including: A) Land-use and physical design concepts B) Circulation concepts C) Preservation and open spaces concepts D) Streetscape of Winchester Blv. The eight teams of students who prepared eight discrete design visions for the project area did this within the conﬁ nes of adopted city guidelines as represented in various city planning documents. However, they have suggested alternative regulations for parking standards to follow the principles of ToD development and create a multimodal, pedestrian friendly project. Introduction 3 Page Left Blank Intentionally 2. Existing Conditions 5 Urban Design Visions - Winchester District Campbell, CA Page Left Blank Intentionally 7 Existing Conditions 2.1 Background Studies What is a TOD? Transit-oriented development (TOD) is a relatively new design methodology which focuses on the creation of compact, walkable, pedestrian-oriented, mixed-use communities that are developed around train systems. (Transit Oriented Development, 2022) The idea was conceptualized as an approach to mitigate the negative eff ects of urban sprawl by densifying development around transit systems which would result in less automobile usage, lower transportation costs, convenient access to amenities as well as necessities, and build a greater sense of community (Transit Oriented Development, 2022). All these beneﬁ ts would in turn shape a more sustainable style of life for the communities being served. A Brief History of TOD The concept of TOD was coined by urban planner Peter Calthorpe in the late 1980s, though its roots can be traced back to the late 1800s - early 1900s during the electric streetcar and Garden City eras. Calthorpe himself admits that he is “a revivor rather than an originator of ideas (Carlton, 2009).” Despite this, the modern TOD concept was sculpted by Calthorpe during his thirty-year tenure at Berkeley as a professor of architecture, then began to be applied in the real world upon the founding of his ﬁ rm and was ﬁ nally published and recognized internationally with his book The Next American Metropolis in 1993. Since then, eff orts have been made to implement TOD projects internationally, and by the late 1990s the U.S. began to pay greater attention to its own transit systems. From the years 1995-2008, the number of ﬁ xed-transit systems grew by 48%, resulting in an increase of transit ridership of 36% (Federal Transit Administration, 2016). Some Applications of TOD TOD’s can be utilized in a variety of ways to accomplish various goals. One application is for the creation of mixed-income housing near transit stations to develop greater sustainability and equity. TODs are known for providing residents with a higher quality of life through the close proximity to various uses allowing for increased convenience and active forms of travel. The effi cient land use allows for the ability to house both higher and lower income people which results in a greater integration of society and resolves the concentration of poverty in speciﬁ c neighborhoods (HUD, 2008). These beneﬁ ts can be implemented in TODs using inclusionary housing zoning requirements, incentive based zoning, and reduced parking requirements. In California, the Valley Transit Authority (VTA) looks to maximize the respective economic values of each real estate asset through consensus-driven, site appropriate development that also increases transit ridership and creates a vibrant community (VTA, 2019). These goals are matched well by a TOD, which focuses on the link between transportation and real estate (Carlton, 2009). In 2014, the city of Denver Colorado developed a large-scale strategic plan which focused on creating a TOD system for the entire city titled Transit Oriented Denver, which focused on the primary TOD principles (City of Denver, 2014). This document was unique in that it was building off the framework set by their 2006 strategic plan and outlined the city’s approach over the following six years rather than simply setting a vision. In developing a structure for the whole city, from downtown to the suburbs, Denver demonstrated that TOD’s do not have to be individual stations. They can be an interconnected system of a much larger scale. 2.1.1. TOD Principles & Guidelines 8 Existing Conditions TOD Thus Far Over the years, transit development has seen large growth, particularly in the south, west, and sunbelt regions (Federal Transit Administration, 2016). Despite this, only a small percentage of TOD projects have been fully developed since the offi cial inception of the TOD concept in 1993, and what has been produced does not encapsulate the ideals found in The Next American Metropolis (Carlton, 2009). It is thought that currently in the U.S. there are too many things impending TOD production: free and excessive parking, poor pedestrian environments, low- quality transit systems, incorrect mixes of land uses, and lack of a transit link between housing and jobs, to name a few, and that along the development process the original concept becomes a standard suburban development that is simply transit-adjacent (Carlton, 2009). Yet, polling data shows that the public both believe in and want what TODs are intended to provide. 55% of Americans would be willing to pay higher mortgages or rents to live in an area where vehicles are unnecessary, over 70% support tolls for reducing highway congestion, and 42% believe in the overarching TOD principles (HNTB, 2006). It is likely this support is what has spurred most major metropolitan areas in the U.S. to adopt TOD regional planning models and will continue to encourage TOD projects within the near future. 2.1.2.1. Campbell General Plan Land Use and Transportation Element The Land Use and Transportation Element of the Campbell General Plan has not been updated since 2014. Fifty miles South of San Francisco, Campbell is cradled by the Silicon Valley. Its proximity to the major freeways creates a high level of circulation with the Bay as well as the more southern parts of California. Due to its integrated nature with transportation, Campbell is attractive for those who want to work in the Bay but not quite pay the expenses as well as deal with the high level of urbanization of the city core. The population of Campbell was around 7,800 in 1952 and by 1970 the population doubled. In 2000, the population was 38,138, and ﬁ nally in 2020 it reached 41,946. Campbell currently has a scarcity in available land for housing. This pressures current developments to build the max number of units. Neighborhoods in close proximity to the light rail are being reviewed for increased density. There are a variety of land uses within and adjacent to the Project Area, these land uses were found on the preferred 2020 Land Use Map. Directly on the site there are commercial (central commercial), mixed use (residential/ commercial/ professional offi ces), public (institutional), and residential (high density residential) uses. Adjacent to the site is mainly residential (high density, medium density, low density) uses with some mixed use (commercial and light industrial) along the south side across the rail line. There are two speciﬁ c plans that lay adjacent to the project area: Campbell Redevelopment Area Plan and the South of Campbell Avenue (SOCA) plan. The Campbell Redevelopment Area was established in 1983 and aims to restore Downtown Campell as a focal point of the city while retaining its historic character through preservation and rehabilitation. The SOCA Plan’s objective is to develop commercial and recreational areas Downtown and provide housing close to services while transitioning industrial uses to mixed uses. The city aims to promote safe, effi cient, and convenient transportation for all modes, not just the automobile. Campbell outside of the downtown area lacks adequate pedestrian activity, and should follow examples of promoting pedestrian movement in a safe and eff ective manner, which 2.1.2. Review of Planning Documents 9 Existing Conditions includes pedestrian level street lights and wide sidewalks. Campbell has a bike committee, and a proposed bike route is to run through the site. Public transit in Campbell is highlighted in three light rail stations, one of which is within the site. (managed by VTA). Implementations to improve traffi c and road quality include road maintenance and the “Neighborhood Traffi c Management Program”. As Winchester Boulevard within the site is a major arterial throughfare, managing traffi c congestion levels to a low is critical. Parking within the site is available on the road as well as on-site. The city of Campbell has established community design initiatives for its future development. There are 8 neighborhoods/districts in Campbell. The project is located in the South of Campbell Ave. District (SOCA). In this district, there is a mixture of residential, commercial and light industrial uses, it is centrally located in Campbell. Applicable community design policies that relate to the project site include: Reﬂ ect small-town feel, preserve views, lighting, etc.. Encourage architectural variation, avoid blank walls. Buff er low intensity to high intensity development. Maximize active transportation options. Support public transportation, minimize surface parking. CPTED. A complete streets approach, sense of visual order to promote attractive streetscapes. Maintain visual reminder of the city’s orchard heritage through landscaping (non-fruiting trees). Encourage enhancements on Winchester Blvd. that improve the corridors’ aesthetics and mobility. Create vibrant, accessible public space. Encourage gathering and community. Build pocket parks into new and existing development. Housing Element The City of Campbell’s housing element was adopted on February 17, 2015. It is broken into 3 sections, which detail the housing needs, the housing resources, and the housing plan of the city. The city struggles with aff ordable housing; as of 2014, 43% of renters are overpaying for housing as well as 38% of homeowners. The city’s 2010 housing stock consisted of 16,950 units. 58% of these were single family units, 40% were multifamily apartments, and 2% were mobile homes. The RHNA conducted in 2013 allocated an increase of 933 units (138 low income, 127 very low income, and 126 extremely low income) between the period of 2015 and 2023. For the upcoming RHNA cycle between 2023 and 2031, the city must plan for 2,977 housing units (434 low income and 752 very low income units). The previous RHNA cycle, which was from 2009-2014, was only partially successful. Only 61% of the housing called for in the RHNA was constructed. This is attributed to “national economic conditions” (City of Campbell p. H-13). However, the goals for rehabilitation were exceeded and the goals for conservation were met. Of the city’s 24 housing implementation programs, 19 were completed. The remaining 5 were related to aff ordable and multifamily housing. These were listed as incomplete due to funding and staff shortages. The City of Campbell seeks to preserve and expand aff ordable housing opportunities by closely monitoring new housing development with regard to their eff ects on aff ordable housing units. Campbell prioritizes clean energy, encouraging the use of sustainable and green building design as well as promoting programs for improved energy effi ciency. The City will also devise strategies to address local displacement issues. Property owners in Opportunity Site Areas are contacted to discuss Campbell’s desire to increase housing opportunities, and ﬁ nancial and regulatory development incentives are also introduced to them. Parking reductions are available for areas within a quarter mile of light rail to simplify development. Campbell also has an Inclusionary Housing Ordinance, mandating that all residential development more than 10 units have a minimum of 15 percent aff ordable housing units for lower and moderate income households. The City of Campbell has limited funding available for aff ordable housing activity due to the 10 Existing Conditions Redevelopment Agency dissolution. Their funding comes from programs at local, state, federal, and private resources. Section 8 rental assistance and the Housing Trust Fund of Santa Clara County are the two largest sources of funding for housing in Campbell. Section 8 rental assistance is a federal voucher program that helps extremely low to low-income people with renters’ assistance for aff ordable housing. The Housing Trust Fund of Silicon Valley was created to increase the aff ordable housing supply in Santa Clara County for three speciﬁ c areas including ﬁ rst-time homebuyer assistance, multi-family rental housing development assistance, and support for local homeless assistance programs. There are seven diff erent non-proﬁ t organizations involved in or seeking interest in Campbell housing activities. These organizations represent resources that help meet the housing needs for the city by improving the housing stock, provision of aff ordable housing, and/or housing assistance for necessary houses. Other Elements Outside of land use and housing, the elements within Campbell’s general plan have not been updated since 2001. Throughout the introduction, the city makes it clear that they want to continue to have a small-town atmosphere, with connected residential neighborhoods. This small- town feel should be bolstered through the protection and maintenance of its natural surroundings, parks, and trails, all of which should be within proximity to its job centers. The Safety Element identiﬁ es both hazards and mitigations of man-made and natural hazards that may disrupt personal, economic, environmental, and property wellbeing. The Element identiﬁ es property-related crime as the most common type of crime as the amount of property-related crime increases proportionally with population. Local programs like the Neighborhood Watch Program are used to address this issue. While a portion of the City is within the ﬂ ightpath towards the approach to San Jose Airport, the site is not within the path. The city is aff ected by 3 nearby fault lines with Shannon-Monte Vista being the closest fault system to the city (ﬁ gure HS-4). Newer construction through the building code and seismic retroﬁ tting mitigates major eff ects. However, it may also contribute to the failure of nearby dams which the city is within the ﬂ ood inundation zones. The City strives to provide open space, park land, recreational facilities, and school open space within walking distance (one-half mile) of all residents. The project area is located within half a mile of John D. Morgan Park. Additionally, the City seeks to incorporate street trees and landscaped medians to create streets that are not only connective but attractive. The City requires a standard of 3 acres of open space, park land, and recreational facilities and one acre of school open space and recreational facilities per 1,000 residents. Only spaces that are publicly accessible are included in this standard. As of April 2001, there was 3.93 acres per 1,000 residents. Public Facilities are provided in collaboration with neighboring jurisdictions. West Valley Sanitation District provides sanitary sewer collection and contracts with San Jose/Santa Clara Water Pollution Control Plant for wastewater treatment and disposal. Prior to new development, projects must demonstrate there is suffi cient capacity for expansion. Runoff pollution is a signiﬁ cant concern as of 2001, and the City requires that new developments analyze their impacts on stormwater and drainage systems. The Conservation and Natural Resources Element places an emphasis on enhancing existing natural resources such as trees and creek corridors because the entire area of the City of Campbell is urbanized. With relevance to the proposed project site, an increase in housing and other amenity-oriented 11 Existing Conditions facilities is being considered that will have potentially signiﬁ cant impacts on air pollution, water demand, water usage compared to what the city can provide and noise pollution in terms of vehicular and foot traffi c. This section requires the conservation, protection and enhancement of trees and native vegetation through the planting of new trees in areas of new development. This section also requires the conservation of energy and other natural resources through consumption reduction programs such as the Silicon Valley Clean Energy (SVCE) whereby city-owned facilities, parks and streetlights will run 100% renewable energy sources. In order to be resilient during drought periods and to reach the projected demand, The Water District developed the Integrated Water Resources Plan in 1997 to provide strategies to meet this shortfall, including water banking, non-potable recycling, demand management and long-term transfers that must be considered with the new development. 2.1.2.2. Campbell Zoning Codes The current zoning designation for the site area is a Planned Development (P-D) zoning district. The intent of the Planned Development zoning district is to create a high degree of ﬂ exibility as to what types of development are allowed. The Planned Development zoning district allows for a combination of uses or types of uses that are consistent with the land use designations given in the general plan. The current land use designations from the general plan are allowed under the Planned Development zoning district: The Multiple-Family (R-3) zoning district is the highest density residential zoning district. Multiple dwelling types are allowed under this zoning designation. For the general development standards refer to Table 2-7 of the City of Cambell zoning code. For all parking requirements refer to the standards for Transit-oriented development in Table 3-1 of the City of Cambell zoning code. The Professional Offi ce (P-O) zoning district is intended to create professional spaces where activities such as research, as well as administrative and professional activities, can take place. In this zoning designation, uses related to professional activities and education are permitted while industrial activities are prohibited. For setbacks, maximum FAR, and maximum building heights within the P-O zoning designation, see Table 2-8, General Development Standards- P-O Zoning District in the City of Campbell Zoning Code. See Table 3-1 in the City of Campbell Municipal Code for speciﬁ c parking requirements within the P-O zoning designation. The Central Commercial (C-3) zoning district includes retail commercial uses on the ground ﬂ oor, such as entertainment and shopping. On the upper ﬂ oors are offi ce or residential uses. Table 2-11 within the Campbell Zoning code addresses what is permitted, conditionally accepted, and prohibited and Table 2-11a for land uses within the master plan. See table 2-11b for the FAR, maximum allowable density, setbacks, and maximum height limits. See Table 2-11c for Parking Requirements. There are many density bonuses and aff ordable housing incentives that are available to residential projects based on aff ordable rents or ownership costs. The criteria for eligibility for density bonuses are in section 21.20.030 of the zoning code. Section 21.20.040 of the zoning code includes all available density bonuses that are available for aff ordable housing and senior housing if a residential project is eligible. 12 2.1.2.3. Santa Clara County Community Plan to End Homelessness The Problem Santa Clara County, like the rest of California, has a homelessness problem. Individuals and families of all demographics experience homelessness in the County, but nonwhite individuals are disproportionately aff ected by the crisis (see Figure 1). Not only is there not enough aff ordable housing for everyone, but there is also the more immediate issue of a lack of temporary shelter. In 2019, before the COVID-19 pandemic, the Point-in-Time count found that 80 percent of homeless individuals in the County are unsheltered. The County expects homeless counts to increase in the next counts following the pandemic. As of 2019, there were 9,706 homeless individuals on any given night in the County. The County aims to adequately address the problems presented by the homelessness crisis through their Community Plan to End Homelessness. Existing Conditions Figure 2.1.2.3.1. Racial Demographics oF Santa Clara County Homelessness Goals The plan lays out the County’s goals to reach by 2025. The County’s goals are to 1) have a 30 percent reduction in the annual inﬂ ow of people becoming homeless, 2) support 20,000 people with supportive housing systems, 3) expand the homeless prevention system to 2,500 people per year, 4) address the racial inequities present, and 5) double temporary housing capacity. Strategies There are three overall strategies for reducing homelessness in Santa Clara County. The three strategies work with cities to change local land use and housing policy to allow for the development of more aff ordable housing by identifying underutilized land across the County to be used for denser aff ordable housing. In order to reverse housing disparities and inequities, the County needs to actively listen to people of color and homeless populations that have been negatively and disproportionately impacted. Lessons Learned & Winchester Station Project Within the ﬁ rst strategy there are a few key policies that pertain to our site development. First, the County is willing to work with the cities to change local land use and housing policy to allow for development of aff ordable housing to help reduce the housing disparities facing the communities of color. They are also prioritizing development of housing for low income individuals and families. Both of these are in line with the aff ordable housing goal of the Winchester Station project in Campbell. Another policy that is important for the development of our site is centering 13 Existing Conditions Figure 2.1.2.3.2. Strategies To End Homelessness the voices of the homeless population and having them be a part of the policy and programs that are being designed for the housing system. Lastly, the development must consider the County’s goal to provide more public services in neighborhoods and the creation of temporary housing programs as well as increasing access to basic hygiene resources. 2.1.2.4. City of Campbell Streetscape Standards Streetscapes are those spaces of land which are directly adjacent to the street which include the natural and built environment. The City of Campbell has designed “streetscape standards” to unify diff erent parts of the city which currently feel disoriented from one another through aesthetics on the street. The streets used to accomplish this are noted as “image streets”, and are as follows: Hamilton Avenue, Bascom Avenue, Winchester Boulevard, and the commercial portion of West Campbell Avenue that is west of San Tomas Expressway. The objective of unity which the streetscape standards is illustrated in ﬁ gure 1. It intends to establish a consistent appearance through the use of street trees, further the city’s identity and image, and create a more walkable city (Campbell, 1993). Figure 2.1.2.4.1. Image Street Standards 14 The image streets designated, depicted in Figure 1 above, have largely the same layout, with the exception of Winchester Boulevard. The concept is titled the “Parkway Concept”. It is composed of a 10’ wide landscaped parkway, followed by a 7’ wide sidewalk, and then completed with a 10’ wide landscaped buff er. Trees are planted in double triangle rows every 40’. The parkway vegetation is designated to be drought resistant turf, while the buff er is a mixture of turf, groundcover, and shrubs, with small hedges to screen parked cars when necessary. The only diff erentiation between the image streets excluding Winchester Boulevard are the street trees, which are a diff erent species depending on the street. Figure 2 indicates Evergreen Ash for Hamilton, London Plane for Bascom, and Chinese Hackberry for West Campbell (Campbell, 1993). Existing Conditions Figure 2.1.2.4.2. Winchester Boulevard Streetscape Standards 15 Existing Conditions Figure 2.1.2.4.3. Winchester Boulevard Streetscape Standards At Winchester Boulevard a diff erent concept is used. This deviation involves a minimum 5’-8’ landscape behind the sidewalk, followed by a 10’ wide sidewalk with 4’x4’ tree wells adjacent to the curb. In this case, the trees are to be planted in a linear fashion every 30’ and the tree species depends on where on the boulevard it is located. South of the San Tomas Expressway the species used is the Chinese Pistache, while to the north it changes to Tulip Trees with 4’x5’ tree wells, which will apply to the project (Campbell, 1993). IMPLEMENTATION Full streetscape treatment is required when projects add or remodel 25% of existing square footage, and projects which alter greater than 50% of the facade. In projects that add or alter less than 25% of the existing square footage, or alter less than 50% of the facade, only partial treatment which includes just the addition of street trees is required (Campbell, 1993). The Winchester Boulevard Master Plan contains improvement concepts which depict how the streetscape could be developed, which can be viewed on the next page. 16 Existing Conditions Figure 3: Streetscape Improvement Concept TECHNICAL REQUIREMENTS There are speciﬁ c technical requirements which are important to note for the Winchester Light Rail Station project. Larger trees may be required by the community development director if the project scale is determined to be large for the area. Street trees shall not be planted within 15’ of driveways and 40’ from corners in order to preserve traffi c visibility. The technical design of the mandatory tree planting is detailed in ﬁ gure 3 below (Campbell, 1993). 5. City of Campbell Objective Design Standards SUMMARY As the eff ort to create these objective standards is ongoing, they have yet to be implemented within the city. 2.1.2.5. Winchester Boulevard Master Plan BACKGROUND The focus of the Winchester Blvd. development areas is to stimulate private and public development, beautify the neighborhood, and create a walkable environment ﬁ t for commuters 17 Existing Conditions and other users of the space. Community concern for traffi c congestion, parking, building height, side street impact and types of new businesses must be addressed. The goal of development is to make the environment more suitable for pedestrian use and create an economic hub. EXISTING SITE CONDITIONS There are three geographic subareas of Winchester Boulevard: Area 1 - Camden Ave south to Budd Ave. (Project site here) Area 2 - Budd Ave to Campbell Ave. Area 3 - Campbell Ave to Rose Lane The Southern end of Winchester Blvd. On the project site serves as a gateway to the City of Campbell from Municipalities to the South. The Master Plan zoning is primarily Central Commercial, and the project site contains signiﬁ cantly larger parcels than many others along the middle section of Winchester Blvd. Our transit-oriented site poses a tremendous opportunity to kickstart economic development along the corridor. Figure 2.1.2.5.1. Existing Streetscape Conditions to Project Area 1 and Area 3 (Campbell, 2009) 18 Existing Conditions MASTER PLAN VISION The Winchester Master plan will serve as a transition point between the historic downtown and as a community center through mixed-use zoning, promoting ground-ﬂ oor commercial zoning and upper-ﬂ oor offi ces and residences. Figure 2: Proposed Streetscape Changes to Project Site Area 1 and Area 3 (Campbell, 2009) DEVELOPMENT STANDARDS & GUIDELINES Area 1 will include ﬁ rst ﬂ oor commercial with offi ces/retail uses. Building height in the development area is 55 feet, however, building height will step down as it approaches the existing residential uses. Setbacks minimum will be 7 feet for the front and 10 feet for the side given the emphasis on walkability. Pedestrian areas shall have deciduous trees, corner sidewalk bulb-outs, ADA ramps, and decorative paving/color for enhanced crosswalks. The city is open to subterranean, rear or side parking, but will accommodate existing surface parking. 19 Existing Conditions Figure 3: Existing Buildings on Areas 1 and 2 (Cambell, 2009) RECOMMENDED PUBLIC IMPROVEMENTS Landscaped medians are required by the Master Plan. The Winchester Master Plan includes grounding of utility lines, extending from Hamilton Avenue on the north, to Budd Avenue(south). The next improvement included in the plan was pedestrian-oriented street lighting. Mid-block crossings are encouraged if they do not alter the ﬂ ow of traffi c. Varied setbacks in the existing facades can be utilized to make sidewalks feel wider as easements may use pavement or landscaping to widen the space. PLAN IMPLEMENTATION The master plan establishes thresholds for any structural additions including if the additional square footage added to the site exceeds 25% of the original site size, or if a project alters over 50% of the building’s facade with its remodel. Exceptions for remodeling will only be considered in special circumstances and conditions that aff ect the property. There are also parameters outlined for structures that do not meet the standards of the Master Plan should they be destroyed involuntarily. Should the cost of reconstruction exceed 75% of the costs of construction the provisions of this particular master plan apply. All public improvements will be implemented incrementally as private development occurs. 20 KEY SITE CONDITIONS • Maximum building height in Area 1 is 55 feet but reduced to 45 feet when near neighbors • The front setback is 7 feet minimum. • Side setback minimum is 10 feet. • The parcels in Area 1 are designated for planned development • Planters shall take the space of parking lanes in plan area 1 to reduce road right of way. 2.1.2.6. VTA Winchester Station Area Visioning Project SUMMARY 2400 Winchester Blvd is a 1.6-acre lot that serves as a park and ride lot for the Valley Transit Authority (VTA) green line and 4 diff erent bus lines. This site will be developed as a TOD project, meaning it will be a walkable environment within a half mile of transit, and include a variety of uses such as housing, offi ce, and retail (Santa Clara Valley Transportation Authority, 2022). The objectives listed in the plan are to: • Prepare this site for future Transit-Oriented Development, beginning with community engagement • Increase mixed-use development, including aff ordable housing opportunities near transportation • Provide job opportunities near transit • Increase long term revenue streams for transit operations In the general plan, the VTA Winchester Station Area is zoned for 75 dwelling units per acre maximum. This speciﬁ c project from VTA will be 100% aff ordable housing (Santa Clara Valley Transportation Authority, 2022). There is a large need for aff ordable housing in Santa Clara County, as the average rent and wages are not compatible, which can be seen in Figure 2.1.2.6.1. Existing Conditions Figure 2.1.2.6.1. Rents and Wages in Santa Clara County (SCVTA,2022) 21 Existing Conditions REGULATORY ASPECTS VTA aims to optimize multimodal access to its transit stations, improving its parking assets to ensure that parking is properly sized to accommodate its ridership. In the past, less than half of all parking at VTA stations has been used by transit riders. VTA has several best practice measures that they suggest reducing parking at its stations, including car, bike, and scooter- share programs, amenities for bicyclists, pedestrians, and special needs travelers, and shared use parking agreements with neighboring uses amongst other approved measures (Santa Clara Valley Transportation Authority, 2019). Development of VTA-controlled real estate within ¼ mile of a VTA station will include a connectivity plan that analyzes access patterns to the station by diff erent modes of transportation (bikes, walking, cars, etc.). VTA is working with local jurisdictions to eliminate local parking requirements for TODs. (Santa Clara Valley Transportation Authority, 2019). VTA has a target of 35% aff ordable housing production for projects in VTA’s system. Each project with residential units will have a minimum requirement of 20% aff ordable housing, half of which will be targeted at extremely low and very low-income households (Santa Clara Valley Transportation Authority, 2019). Additionally, VTA has an in-lieu fee to allow developers to pay a fee rather than include aff ordable housing units in their project. ONGOING PROJECTS & PLANS VTA strives to generate a mixed-use and mixed-income equitable Transit-Oriented Development (TOD) and Transit-Oriented Communities (TOC) to reduce future growth in the County, generate a sustainable destination, and provide a new and achievable range of choices for employment, housing, education, culture, and other services. To advance the TOD projects, VTA will work with local jurisdictions, communities, and stakeholders to enable careful and inclusive evaluation of opportunities, strategies, actions, and outcomes. The process includes 5 stages and has an approximate time frame of 4 to 5 years. (Santa Clara Valley Transportation Authority, 2019). The ﬁ ve stages are as follows: (Santa Clara Valley Transportation Authority, 2019) 1. Strategic Planning and Portfolio Analysis a. VTA establishes and veriﬁ es goals to determine project readiness for Near Term Development 2. Station Area Planning and Feasibility Analysis a. This includes community outreach, coordination with local jurisdictions, market analysis, transit facility planning, development of ﬁ t tests, and establishing estimated values. This results in the VTA board of approval of the development concept 3. Off erings and selection a. This includes determining the procurement approach (RFI, RFQ, RFP), establishing evaluation criteria, outreach and marketing, and unsolicited proposal process. This results in an agreement between VTA Board and Developer. 4. Project Development and Negotiation a. This includes determining the structure of deals, the participation mechanisms, conﬁ rming development program, phasing, and timing, and deﬁ ning public vs private roles and responsibilities. This results in a VTA approval of real estate terms. 22 5. Implementation and management a. This includes the construction of transit facilities and TOD project, as well as lease oversight and management reporting. This results in a completed project. Existing Conditions 2.1.3. Case Studies Case Studies: Burlingame Station, Sunnyvale Station, and Santana Row The Burlingame and Sunnyvale Caltrain Stations, and Santana Row are all located within the Bay Area in California. The climate for all the stations is hot summers with mild winters. Each station is located along Highway 101. These places were referenced to gain an understanding of strengths and weaknesses within a TOD. 23 Existing Conditions Santana Row is located in San Jose, California, a city of roughly 1.028 million people. It is situated on Santana Row between Steven’s Creek Boulevard and Dudley Avenue and is directly east of Winchester Avenue. The size of this project is 680,000 square feet. Several bus lines travel to and from Santana Row and it is right off of two major freeways, making it a convenient spot to travel to and from. Figure 2.1.3.1. View of median and entrance to plaza within Santana Row Santana Row: 377 Santana Row, San Jose, California 95128 24 Existing Conditions The buildings in Santana Row are 4 stories, but the façades are broken up nicely to cater more to human scale, with storefronts, landscaping, furniture, and awnings that help to bring the feel of the buildings down to human size. The wide pedestrian right of way also balances out the height of the buildings. Medians separate the street lanes and blockades and planter boxes protect the sidewalks, making the space feel less dominated by vehicles. There are also many marked crosswalks, suggesting that the street is meant more for pedestrians than for bikes or vehicles. Santana Row has all of the parking located in the back of the site, in large free parking structures. The space is diverse, consisting of plenty of uncovered and covered public areas, natural shade, and space for people to move about or settle down to rest. Throughout the site are a lot of mature trees and landscaping including planter boxes, pots, and hanging pots containing various kinds of ﬂ owers, bushes, and trees. Additionally, there are multiple courtyards that are set back into the buildings which serve as a better transition space between the outdoor and indoor spaces of Santana Row. Access to the sidewalk is plentiful with many crosswalks making it very walkable, however, there is little bike priority. Figure 2.1.3.2. View of the diff ering facades along the street in Santana Row Figure 2.1.3.3. View of shared outdoor space in Santana Row 25 Existing Conditions Lessons Learned • Pushing the setback to the edge of the sidewalk helps with enclosure and brings the edge to the pedestrians, which makes a place feel more secure and less desolate than having parking lots line the sidewalk. • Implementing vertical elements along the streetscape allows pedestrians to walk blocks without feeling like they are walking for too long. Larger buildings don’t have to be separated into smaller structures; just the illusion of separation can make a big diff erence. • Santana Row had no bike accommodation, so that is something to keep in mind to attract a wider variety of people • The concept of the courtyard between some restaurants (in Santana Row it is between Sino and Left Bank) brings people further into the building and could be implemented in the Winchester design Figure 2.1.3.4. View of Plaza within Santana Row 26 The Burlingame Caltrain Station is on California Drive, with surrounding streets including Burlingame Avenue, North Lane, East Lane, and South Lane. The city is 6.1 square miles total, with a population of 31,386 in 2020. Figure 2.1.3.5. View of Burlingame Station from across California Drive Existing Conditions Burlingame Caltrain Station: 290 California Drive, Burlingame, California 94010 27 California Drive separates the station from Burlingame Avenue, creating a disconnect between the station and the surrounding development. California Drive is the linkage between the corridor, the station, and the surrounding area is poor. There is no bike accommodation on either street, with limited bike parking along the corridor. On Burlingame Avenue, there are protected parklets and parking along the street that enhance pedestrian safety. Burlingame Avenue hosts a wide array of businesses for its guests to visit. The corridor is built as a walkable, transportation-oriented, mixed-use development. The human scale is well-enforced in the corridor and the height of the buildings is scaled proportionally to the width of the street. The corners are well-deﬁ ned, and there is strong connectivity along the corridor, including diagonal crosswalks connecting opposite corners of the street. The landscape elements and urban furniture that line the street make the sidewalk feel protected from vehicular traffi c. Since there are no open spaces within the corridor, there is not much diversity of outdoor space. Figure 2.1.3.6. View of crosswalk protection on Burlingame Avenue. Existing Conditions Figure 2.1.3.7. View of crosswalks on Burlingame Avenue, including diagonal crossings 28 Existing Conditions Lessons Learned • Landscaping and urban furniture go a long way in improving human scale and feelings of safety and enclosure among pedestrians, as seen in the Burlingame Avenue corridor. • The lack of multi-modal accessibility to the corridor limits the accessibility to the site. Providing means of access to a site is essential to its activation. • Free public parking gives people an incentive to visit the corridor and often higher sales for businesses within it. • Well-designed wayﬁ nding helps people with navigation through the site. The corridor includes many wayﬁ nding markers such as signs, banners, and directories. Figure 2.1.3.8. Wayﬁ nding signs found all along Burlingame Avenue 29 Existing Conditions Sunnyvale Caltrain Station is at the intersection of W Evelyn Avenue and S Frances Street. Sunnyvale is a 22 square mile city and has a population of roughly 150,000 people. The Caltrain Station is directly adjacent to the Historic Murphy District in Sunnyvale, a closed street with large spaces set aside for outdoor dining. The Historic Murphy District is right next to the parking garage of the Sunnyvale Caltrain Station and the Frances & Olsen and Evelyn & Frances bus stops, which serve buses 20, 21, 53, 55 and Rapid 523. Sunnyvale Caltrain Station: 121 W Evelyn Ave, Sunnyvale, CA 94086 Figure 2.1.3.9. Historic Murphy Avenue, now closed and used as a shared street. 30 Existing Conditions The architecture on Murphy Avenue gives a small town feel to the city and focuses on the human-scale with narrow sides to the street that all vary in appearance and one-story buildings. However, the building height does not complement the width of the street. The long blocks create walkability problems for people on the site because the tall height and the ﬁ rst-ﬂ oor uses do not connect well with the streetscape, leaving spaces inactivated Lessons Learned • Connectivity between the transit stations and the rest of the TOD is particularly important to get people out of the station and into the rest of the development. Sunnyvale does this well by having the station open into the Historic Murphy District. • Attention to the human scale is important to make sure a site remains pleasant and walkable. The developments around the transit station, aside from Murphy Avenue, are all large, tall buildings that take away from the small-town feel that Murphy Avenue is known for. These 7 to 12 story buildings do not promote walking in a place where bike infrastructure is already lacking, leaving the space mostly car dependent. • Placement of the urban furniture on Murphy Avenue creates a welcoming space and breaks up the wide street in a way that makes it more interesting to walk down. Figure 2.1.3.10. View of the disconnect between new high-rise apartment buildings and the rest of Sunnyvale Figure 2.1.3.11. View of new seating implemented on the now closed Murphy Avenue. 2.2.1. Services and Facilities 2.2. Project Setting Existing Conditions 31 Figure 2.2.1.1. San Jose Regional Map. The Winchester Station Transit-Oriented Development site is in Campbell, which is located southwest of downtown San Jose. Nearby towns include Santa Clara to the north, Cupertino to the northwest, Saratoga to the southwest, and Los Gatos to the south. Winchester Station is close to the cities of San Jose and Santa Clara. There are many arteries and highways that connect the site to downtown San Jose and the rest of the region. The northernmost focal point of the Winchester Station site is at the intersection of Budd Avenue and Winchester Boulevard. The site is found near the center of Campbell and just south of its downtown. Figure 2.2.1.2. Campbell City Map. 32 Existing Conditions There are a variety of surrounding uses within a ﬁ ve-minute-walk of the Winchester Station Transit-Oriented Development. However, several of these surrounding uses are currently inaccessible from the project site. Every use east of the light rail line is relatively inaccessible from the project site. The only point of access to the eastern side of the light rail is on San Tomas Expressway, a major vehicle-oriented arterial. Existing Conditions 33 7-ELEVEN SINGLE-FAMILY RESIDENTIAL MULTI-FAMILY RESIDENTIAL RETAIL AND SERVICE USES HIGHWAY 17 SAINT LUCY CATHOLIC CHURCH HISTORIC SITE SAINT LUCY PARISH SCHOOL ULTIMATE CONDITION FITNESS CASA LUPE AUTO SERVICE AND SALE USES LIGHT INDUSTRIAL USES BUDD AVENUE POND SAN TOMAS EXPRESSWAY WINCHESTER BOULEVARD MULTI-FAMILY RESIDENTIAL MOBILE HOME PARK JOHN D. MORGAN PARK LOS GATOSCREEK LOS GATOS CREEK TRAIL LIGHT RAIL 300 ft 600 ft 0 ft EAST OF LIGHT RAIL WEST OF LIGHT RAIL WINCHESTER STATION TOD PROJECT SITE Figure 2.2.1.3. Winchester Station TOD: 5 Minute Walking Radius. Part of this map shows the 5, 10, and 15 minute walk distances. This is simply the average time it takes for a human to walk those disances. This does not measure the extra time it would take to cross the light rail at appropriate points along the tracks. This map also shows the 1 mile radius around the project site. This map shows the diff erent services and facilities within a one-mile buff er of the site. This includes parks, schools, community places, and churches. There is not great walkability on the streets connecting to the schools and other community uses. Figure 2.2.1.4. Winchester Station TOD: 5, 10, 15 Minute Walking Radius and Nearby Services and Facilities. 34 0 ft 500 ft 1000 ftN :,1&+(67(567$7,2172'352-(&76,7( 0,187(:$/.0,187(:$/.0,187(:$/.0,/(%8))(5 &$0'(1321' &$03%(//&20081,7<&(17(5 &$03%(///,%5$5< &$03%(//3$5. &$0%(//6&+22/2),1129$7,21 &+85&+(6 -2+1'025*$13$5. &$1<21+(,*+76$&$'(0< &$03%(//&,7<+$// 3581(<$5' $&+85&+ '$9,1&,$&$'(0< (',7+025/(<3$5. /26*$726&5((.&2817<3$5. /26*$726&5((.75$,/ 2/'25&+$5'6&+22/ 6$*($&$'(0< 672-$129,&+)$0,/<3$5. 9,5*,1,$3$5. Existing Conditions Land Use and Zoning Designation The Winchester Station TOD project site is located in a Planned Development (P-D) zoning district established by the City of Campbell. The project site is also partially located within the Public Facilities (P-F) zoning designation. Both of these special zoning designations exist within the Commercial/Light Industrial land use designation of the City (City of Campbell, 2017). The commercial/light industrial use is a mixed-use designation per the City’s General Plan. As it exists now, the land use designation is meant for service commercial uses, including auto repair facilities and similar uses (City of Campbell, 2015). The project site is also a part of the Winchester Boulevard Master Plan (City of Campbell, 2009). Surrounding Uses The project site is located in a developed commercial area. The surrounding area is a low density, mostly single story commercial development of a multitude of commercial uses, including retail, restaurants, banks, churches, and other services. Major nearby uses include Safeway, Dollar Tree, Summer Winds Nursery, St. Lucy Parish, and Enterprise Rent-A-Car. Surrounding the Winchester Station project site are single-family residential zones (R-1-6) as well as multiple- family residential zones (R-2). Nearby land uses include more Commercial/Light Industrial land, Commercial/Prof. Offi ce/Residential land, Central Commercial land, and Mobile Home Park land, as designated by the General Plan (City of Campbell, 2017). 2.2.2. Land Use, Zoning, and Surrounding Uses 35 Existing Conditions Figure 2.2.3.1. Environmental Analysis of Project Site. Environmental Analysis The site, which is situated in the quiet community of Campbell, CA, upholds the quiet ambience found in the residential areas, even though the site encompasses the thoroughfare of Winchester Boulevard. The noise levels are predominantly sourced by transportation systems, which include vehicles, buses, and the occasional train that stops at the light-rail station on the eastern portion of the site. The smell of the site, especially around the nursery, was “earthy”. The wind patterns for this area follow a southeast direction. The topography for this area is relatively ﬂ at as Campbell is located in the heart of the South Bay region. Vegetation in this area is diverse, especially around the nursery area. Trees are abundant in the parking lots throughout the site. Existing Conditions 2.2.3. Site Assessment 36 Circulation There is heavy North-South traffi c on Winchester Blvd. Automobile access is at various points throughout the site, predominantly off Winchester Blvd. On the west side of the site, pedestrians are forced to walk either through the parking lots or circumnavigate all of them using ADA accessible pathways that sprawl throughout the lots. There is a heavily traffi cked pathway through the buildings to the adjacent neighborhood, used primarily by Safeway shoppers. On the East side of the site, pedestrians can access the station platform using two entrances. There is also pedestrian access to the station through two separate pedestrian paths. There are two Class II bike lanes on either side of Winchester Blvd. Access to Los Gatos Creek Trail is through Camden Avenue. Existing Conditions Figure 2.2.3.2. Circulation Assessment of Project Site. 37 Existing Conditions Figure 2.2.3.3. Major Activities and Uses within Project Site. Major Activities and Uses The activity center of our site would be the Safeway and the mall. There are four salons as a part of the mall. The northwest part of the site is commercial. There is a large pedestrian and car traffi c from the grocery alone. The demographic of the Safeway can be described as mixed income. The largest volume of people is at the center of the site along Winchester Boulevard coming from the centermost parking lot with pedestrian traffi c trickling to the west and south. The St. Lucy Parish has a very large amount of parking in proportion with the building itself. In the bottom right of the site there is a Mexican restaurant that is busy with a line out the door. Something to be noted that could not be noticed by satellite is that Southwest of the restaurant there is a dead space of decay with litter and underdeveloped space. 38 Existing Conditions 39 Like most of the Bay Area, Campbell’s housing stock comprises of single-family residential (SFR) types with multi-family residential (MFR) uses in some areas. Within a half-mile of the VTA Winchester transit station, the average cost per square foot for residential development is $443.99 per square foot. Within a half-mile of the VTA Downtown transit station, the average cost per square foot for residential development is $635.25 per square foot. These values were derived by randomly choosing 20 APNs within the half-mile radius of both transit stations within the city limits and ﬁ nding their property values through Redﬁ n. Property values were found through a third-party database because assessment of properties is only done upon the reassessment of property value per request of the owner, or when the property changes ownership. Therefore, the property values given by the Santa Clara County Assessor’s offi ce are not as reliable as private real estate datasets. According to the American Community 5-year Survey (ACS 5-year) done by the United States Census Bureau, household growth within a half-mile of the VTA Winchester transit station had an annual increase of 0.8079 percent from 2010 to 2020. Household growth within a half-mile of the VTA Downtown transit station was slightly greater at 0.9579 percent annually, though both areas still grew by less than 1 percent each year. Conversely, employment growth within a half-mile of the VTA Downtown station was lower than that of the VTA Winchester station at 1.85 and 7.22 percent respectively. These values are depicted in Table 3.1.1. and indicate that households have not grown as quickly as employment growth has. 2.3. TOD Characteristics and Market Readiness of the Site 2.3.1. Market Readiness Table 2.3.1.1. Annual Percent Changes Measure Annual Percent Change (2010-2020) Winchester Downtown Household Growth 0.8079% 0.9579% Annual Percent Change (2010-2019) Employment Growth 7.22% 1.85% Source: American Community 5-Year Survey Source: U.S. Census Bureau. (2022). LEHD Origin-Destination Employment Statistics (2002-2019). Washington, DC: U.S. Census Bureau, Longitudinal-Employer Household Dynamics Program. https://onthemap.ces.census.gov. LODES 7.5 TOD Demographics Winchester % of Winchester Households Location Quotient Winchester Downtown % of Downtown Households Location Quotient Downtown Non-Family Households (2019) 2,302 47.85% 1.70 2,978 51.68% 1.83 Households with no Kids (2019) 3,669 76.26% 1.20 4,574 79.38% 1.25 Householders 25 – 34 (2010) 565 10.65% 2.44 635 10.85% 2.49 Householders 55 – 64 (2010) 370 6.98% 0.58 365 6.24% 0.52 40 Existing Conditions In addition, the largest demographic of households within the area were identiﬁ ed as households with no kids, being 3,669 households (53 percent) out of the total 6,906 households surveyed and out of the total Census estimate of 16,121 people residing in the city. The total households in 2019 within a half-mile of the VTA Winchester station and VTA Downtown station were 4,811 and 5,762 respectively. These total households were used to calculate the percentage of households of each demographic. This revealed that households with no kids account for over three-fourths of the households within walking distance of the transit stations. Additional percentages are elaborated in Table 3.1.2 below, along with location quotients. The location quotients reveal that compared to Santa Clara County overall, the half-mile radius around both the VTA Winchester and VTA Downtown stations have a higher concentration of non-family households, households with no kids, and householders ages 25-34. There is a lower quotient of householders 55-64. Table 2.3.1.2. TOD Demographics Source: American Community 5-Year Survey As most of the development types within the area are SFR and family-oriented, the team believes the Winchester Transit Station is ready for TOD as the area has a strong market potential for MFR units dedicated to younger residents. There is a greater number of younger householders (ages 25-34 years old) within half a mile of each transit station than older householders (ages 55-64 years old) and a large population of households with no kids. Therefore, to accommodate the number of young families and single adult households, a more diversiﬁ ed and aff ordable housing stock is needed. The location quotient also reveals that both stations, VTA Winchester and VTA Downtown, are optimal locations for TOD development because there is a higher concentration of demographics that are usually correlated with TOD. Lastly, a TOD gives the potential to bridge the gap between employment growth and household growth. Existing Conditions The developmental potential of a land can be captured in numerous mediums. Some may increase the potential through the area’s capability to construct housing without obstacles given the housing crisis. While the presence of prior land constraints like ﬂ ood zones and contamination would lower the prospects at hand. To understand the development potential of Winchester Station, the space within a 0.5-mile buff er will be compared to the Downtown transit center, observing the diff erence in parcels, and building footprint in the same number of acres. 2.3.2. Development Potentials 6DQWD&UX]&RXQW\0D[DU 0LOHV m 'RZQWRZQ&DPSEHOO 6WDWLRQ 'RZQWRZQ&DPSEHOO %XLOGLQJ)RRWSULQWV 'RZQWRZQ9DFDQW3DUFHOV 'RZQWRZQ3DUFHOV &DPSEHOO&LW\/LPLWV Figure 2.3.2.1. Downtown Transit Center Half-Mile Development Potential 41 Existing Conditions 6DQWD&UX]&RXQW\0D[DU 0LOHV :LQFKHVWHU6WDWLRQ :LQFKHVWHU%XLOGLQJ)RRWSULQWV :LQFKHVWHU9DFDQW3DUFHOV :LQFKHVWHU3DUFHOV &DPSEHOO&LW\/LPLWV m Figure 2.3.2.2. Winchester Transit Center Half-Mile Development Potential Table 2.3.2.1. TOD Demographics Winchester Transit Center Downtown Transit Center Total Area (Site & 1/2 Mile Buff er) 503 acres 503 acres Number of Parcels/Acres 1122 parcels -> 2.23 parcels/acre 1986 parcels -> 3.95 parcels/ acre Number of Owners 1197 owners 2110 owners Acres of Vacant Land 3.07 acres 1.92 acres Mass & Space Proportion (Total square footage of building footprints/ total area): 0.23 0.29 42 Winchester Station has fewer TOD Characteristics across almost all categories that the Downtown Station has. Within the half-mile buff er of Winchester Station there is more sprawl, a greater population, less job availability, and worse walkability. Both sites have poor bicycle access. The Winchester ½ mile buff er area has a lower percentage of households with automobile ownership than the Downtown Station does. 2.3.3. TOD Characteristics Existing Conditions Comparison In terms of developmental potential, Winchester station is better prepared for redevelopment. When compared to the downtown transit center, Winchester has fewer parcels within the 5-mile buff er and more than 1.5 times the vacant acres, emphasizing the vastness of the empty parcels and welcoming additional attention from developers. In addition to the vacant land, Winchester has signiﬁ cantly fewer building owners, indicating a higher chance of less opposition. Such a discrepancy is reﬂ ected in the mass to space proportions, in which the building footprints of the Winchester station is 0.06 or 6% less than that of Downtown. Not only does the lack of building footprints indicate a more ease of development but it also emphasizes potential and the underuse of the land itself. It is apparent that the Winchester Transit Station is more suited for development than downtown. These factors matter to gain a better sense of the site, its scale, its uses, etc. Table 2.3.3.1. TOD Characteristics within 1/2 Mile Buff er TOD Characteristics Winchester 1/2 Mile Buff er Downtown 1/2 Mile Buff er Size 500 acres 500 acres Daytime Population: Workers 4,887 7,262 Workers/Acre 9.774 14.524 Population 7,321 6,668 Population/Acre 14.64 13.34 Walkscore 74 88 Bike Facilities 4.3 Miles* 4.38 Miles* Number of Vehicle Households 2,628.00 2,655.00 Households 3,541 3,389 Location Quotient for Automobile Ownership 0.74/0.96= 0.77 0.78/0.96= 0.81 Percentage of Blocks ≤ 4.0 Acres 24/55 = 43.6% 40/81 = 49.4% 43 Employment Density – Jobs/Acre The number of current jobs (2021 ESRI data) has been calculated within a half-mile buff er (roughly 10 minutes walking distance) of each transit station. There are signiﬁ cantly fewer jobs available within the half-mile buff er of the Winchester Station than there are within the half-mile buff er of the Downtown Station, despite there being a signiﬁ cant overlap in the areas. However, the population density is slightly higher within the Winchester zone, suggesting that Winchester is more of a residential zone. Population Density – Population/Acre We calculated the population per acre with a half mile radius around the Winchester and Downtown transit stations. We found that Winchester is slightly more populated, despite having fewer jobs per acre. From this, we conclude that Winchester is more of a residential area whereas the downtown area is often commuted to for work. Percentage of Blocks ≤ 4.0 acres The numbers show that the blocks in the Downtown area are shorter than the blocks in the Winchester area. This goes along with the previous hypothesis that the Winchester area is designed more for a residential space than the Downtown area, whereas the Downtown area is designed for commercial usage. Community Amenity Access – Walkscore The walkscore quantiﬁ es transit, shopping, and other facilities close to a speciﬁ ed point into an easily comparable number to facilitate comparisons of walkability for diff erent places. With downtown Campbell being a more human-scaled environment, Campbell station has a higher walkscore. It is closer to a dense urban environment with easy access to services and transit. Winchester station, located in a suburban setting and adjacent to a car-centric suburban strip mall, is considered less walkable than the surroundings of Campbell station. Existing Conditions 44 Existing Conditions Figure 2.3.3.1. Existing Bike Facilities within 1/2 Mile of Transit Stations Bicycle Access Table 2.3.3.2. Winchester Station Area Bike Facilities Street Bike Access Length (miles) Access Type S. Winchester Blvd. 1.01 Sharrow north, bike lane south Budd Ave. .53 Sharrow Kennedy Ave./Railroad Ave. .45 Sharrow Rincon Ave. .59 Sharrow Los Gatos Creek Trail* 1.72 Bike path Total 4.30 45 Existing Conditions Table 2.3.3.3. Downtown Station Area Bike Facilities Street Bike Access Length (miles) Access Type S. Winchester Blvd. .66 Sharrow south of E. Campbell Ave., bike lane north of E. Campbell Ave. E. Campbell Ave. .59 Sharrow Kennedy Ave./Railroad Ave. .63 Sharrow Los Gatos Creek Trail* 1.70 Bike path N. Central Ave. .29 Signage Grant St. .07 Signage Civic Center Dr. .44 Signage Total 4.38 *Los Gatos Creek Trail runs on the east side of the railroad tracks and does not provide useful connectivity to the project site Both sites have similar amounts of bike access, but it is not good. The bike path does not serve the project site well, and sharrows (a combination of the words share and arrow, which are painted symbols on the street that designate that the road should be shared with bikes), as well as signage, have been discredited as viable bike infrastructure. As a result, the only bike infrastructure that is of value is the bike lanes on Winchester Blvd. Automobile Ownership – Number of Vehicle Households Location Quotient The two project sites, Winchester and Downtown, both show demand for transit-oriented development due to the number of households that do not own vehicles. Both sites have public transportation stations that are easily accessible by pedestrian travel within a half mile radius. The percentage of households who own a vehicle for the two sites is lower compared to Santa Clara County as a whole. For the Winchester area, there are more households who do not own a vehicle than households that do own a vehicle. 74 percent of households own a vehicle. This number is smaller compared to Santa Clara County’s 96 percent. The numbers for the Downtown area of Campbell are very similar to the Winchester area, however there are more vehicle households and less total households. 46 Meeting with Stakeholders To begin the outreach process, various stakeholders discussed their thoughts on the City of Campbell and their goals for the Winchester Transit Center. These stakeholders included two Councilmembers from the City of Campbell and representatives from the VTA, Campbell Chamber of Commerce, and a representative from the City of Campbell Historic Preservation Board. During this meeting, it was expressed that the City of Campbell strongly values community, coming together during hard times, and appreciating their currentsmall-town feel. Campbell prides itself on being unique to the Silicon Valley area by providing a quiet and relaxed pace of life while still promoting growth. Some key points stakeholders made are the demographics of Campbell have changed within the last few years, with older residents and families being displaced by young professionals who are bringing in money from the Silicon Valley and wanting to start their families in a town with a more suburban feel. They take large amounts of pride in their local history, looking for ways to honor their historical buildings in various ways. The pride the community takes in their history shows in their attitudes towards growth, which is open-minded, given developments do not change the local character and businesses. VTA Outreach Findings Highlights The VTA previously held a community meeting to learn local knowledge of opportunities for growth, challenges, and shared values. Meeting attendants were mainly homeowners that lived in the area, remaining attendants were renters and commuters. A majority listed driving as their mode of transportation, and a minority said that they walk. Aff ordable housing, safe bicycle, and pedestrian routes, and personal safety and comfort were critical values within this group. Attendants also reported challenges along Winchester Ave: lack of safe sidewalks/bike lanes, street traffi c congestion and fast traffi c, roads with no climate protection (shade/rain), and neighborhoods with no amenities. Critical opportunities for growth were the potential for public/ open space and safe walking/cycling connections in the Campbell Plaza area. Survey Findings We conducted our survey on April 6th, 2022, for approximately one hour, surveying people within the Campbell Shopping Plaza and near the Winchester Transit Center. We collected 34 responses from residents that live both near and far from the site. While the reasons for respondents coming to Winchester were mostly evenly distributed as work, live, or shop here, 60% of our respondents relied on personal vehicles for travel since it was the fastest and cheapest option, or they lived 10-30 minutes away. Of those surveyed, 34.6% of our respondents belonged to the age group 18-24 and 23.1% belonged to the 34-44 age group. The surveyed group included 53.8% full-time workers, and 30.8% were students. In terms of residency, 64% of our respondents were renters, and 36% were homeowners. When it came to the gaging the interest on what resources and amenities can be added or avoided to Winchester, interest in grocery stores, health clinics, parks, and restaurants were mostly evenly distributed with 21.4% in each category. Residents had an undeniable favor for aff ordable housing (55%) and improved infrastructure for pedestrians, cyclists (29%), and sustainability (38%). The majority preferred maintaining Campbell’s suburban density (75%). Residents favored the opportunity to expand public spaces, with community gardens (52%) 2.3.4. Stakeholder Interests Existing Conditions 47 Existing Conditions and playgrounds (44%). Pocket parks (chosen by 36%) and plazas (chosen by 32%) also had noticeable support. Our survey also asked 2 open-ended questions, one being “what do you value most in your community?” Answers ranged from people and community, safety, small-town feel, the downtown and location to the Bay, and the lack of pedestrian infrastructure. The survey also provided space for any other comments and concerns, and 2 respondents mentioned concerns about the transit center’s constant delays and lack of available transportation to and from the station. Two other individuals mentioned the number of houseless individuals in the area. One other individual wrote “city disagrees with housing” another brought up a need for “protected bike lane turns.” Comments and Speculation from Survey To address considerations and biases towards the survey answers, we’ll start ﬁ rst with building types. As discussed previously, it was evident that many of the interviewed individuals said they preferred to live in a suburban density/building type. However, we hypothesize that this might be due to a lack of knowledge about the other types of building types or fear of raised housing prices because of new developments Since the area is already suburban, it could be that respondents are more comfortable with answering “suburban” as it is close to what they already know. Along with that, the most popular answer in response to what sort of public space you would like to see/ use in your community was “community garden.” However, this answer may be biased as well since there was a garden nursery on site and some surveys were taken from individuals near that nursery who may already have plants on their mind Figure 2.3.4.1. Survey Results: Density & Building Types 48 Existing Conditions Figure 2.3.4.2. Survey Results: Public Space Figure 2.3.4.3. Survey Results: Mode of Transportation 49 Existing Conditions Figure 2.3.4.4. Survey Results: Reason for Travel 50 Page Left Blank 3. Goals & Objectives 55 Urban Design Visions - Winchester District Campbell, CA Page Left Blank Intentionally 1. Winton will maintain and promote Campbell’s image and community-oriented heritage with unique urban design. 1.1. Respect and incorporate on-site and surrounding historical, environmental, and cultural assets that make Campbell unique. 1.2. Ensure that new development in the Plan Area considers the current character, scale, and qualities of the environment surrounding the project area. 1.3. Create a unique sense of place in Campbell by encouraging distinctive architecture, public art, and urban furniture. 1.4. Ensure the public environment is welcoming to people of all ages, races, cultures, and abilities. 1.5. Promote and preserve a sense of community by activating public spaces and enhancing new and existing streetscapes. 1.6. Create a city-wide destination through distinctive architecture and public art. 2. Winton will off er a range of housing opportunities focusing on providing aff ordable and workforce homes. 2.1. Promote housing aff ordability through provision of a diverse set of housing options to attract a diverse group of residents. 2.2. Incorporate aff ordability by design principles. 2.3. Close the gap between the amount of housing and jobs available. 2.4. Consider existing conditions when making a density gradient for proposed development. 2.5. Create a hierarchy of densities within the site with the highest densities near the station and the lowest density the farthest away from the station. 2.6. Collaborate with local private and non-proﬁ t organizations in all stages of the design process from the drawing of the plans to the construction of the project 2.7. Research federal and state funding sources to streamline aff ordable and workforce housing projects Goals & Objectives 57 Goals & Objectives 3. Winton will create a community that integrates Winchester light rail station into a multimodal and pedestrian-friendly circulation system. 3.1. Provide ﬁ rst/last mile solutions by creating exclusively pedestrian and bike routes to main destinations such as the station, large retail, and large public areas. 3.2. Create a hierarchy of bike and pedestrian pathways that correspond to levels of activity and establish transitions between land uses and densities. 3.3. Provide a safe pedestrian and biking experience by calming the ﬂ ow of traffi c with corner bulb outs, safety islands, and physical barriers between modal uses. 3.4. Encourage wayﬁ nding by establishing unique identities for major locations with stylized features, signage, and landmarks. 3.5. Enhance the pedestrian experience with aesthetic attributes that create clear and comfortable pathways with strategies such as proper lighting, shade, and urban furniture. 4. Winton will foster sustainable and environmentally friendly development. 4.1. Actively seek opportunities to implement sustainability practices in all aspects of the development from design to operation. 4.2. Use green design principles, such as solar panels on top levels, permeable surfaces, and low-glare/heat-intensive surfaces. 4.3. Incorporate ﬂ exible design for adaptive reuse. 4.4. Encourage the use of green building practices when constructing and designing new developments. 4.5. Protect and enhance Campbell’s natural habitats and biodiversity. 4.6. Reduce runoff and risk of ﬂ ooding through the use of stormwater management and water quality techniques. 4.7. Promote measures that curb the eff ects of light and noise pollution, such as noise barriers and streetlight covers. 58 4. Design Concepts 59 Urban Design Visions - Winchester District Campbell, CA Page Left Blank Intentionally 61 Considering the City of Campbell, the Valley Transit Authority (VTA), and the County Offi ce of Supportive Housing’s (OSH) vision for a Transit-Orientated Development (TOD) at VTA’s Winchester Station, Cal Poly students proposed several conceptual designs. The common goal among all proposals is to transform the project area into a pedestrian-oriented, mixed-use district that utilizes the station’s potential for mass transit with a focus on providing more housing options for Campbell. Cal Poly students proposed developments within the designated site area that will reimagine the Winchester Corridor as a walkable, mixed-use neighborhood while still maintaining Campbell’s small-town feel. These projects include TOD-speciﬁ c uses, including but not limited to: aff ordable housing, public plaza spaces, improved pedestrian and bicycle circulation, parking structures, and several medium-to-high density buildings for residential, mixed-use, commercial, and offi ce use. Each of our design teams developed their design proposals around a unique scenario. Our goal is to visualize these scenarios and assist all stakeholders in their decision-making process by comparing these unique proposals. We considered three attributes that underline the scenario planning process: Density, Land Use, and Aff ordability/Parking (Figure 1). To simplify the scenarios, we considered each attribute as a binary variable. For example, density is either medium density or high density. Four projects are medium density, and four others are high density. Combining these attributes produces eight unique proposals, as shown in Figure 1. Below are the attributes and their values: Density: • High Density: Development of more than 1 million sqft • Medium Density: Development less than eight hundred thousand sqft Land Use: • Primarily Housing: More than 85 percent of total development is housing • Mixed-Use: Less than 70 percent of total development is housing Aff ordability/parking: • Mostly Aff ordable: More than 60 percent is aff ordable, with conservative parking standards (see table X) • Some Aff ordable: Less than 35 percent is aff ordable, with reduced parking standards (see table x) Teams one, two, ﬁ ve, and seven fall under the “High Density” category, meaning their projects are over 1 million square feet of built development. Teams three, four, six, and eight are categorized as “Medium Density” with less than eight hundred thousand square feet of built development. As for land use, teams one, two, four, and six are primarily housing-focused, while teams three, ﬁ ve, seven, and eight are mixed-use developments. Finally, teams one, two, ﬁ ve, and seven include over 60% aff ordable units in their development, while teams three, four, six, and eight include less than 35% aff ordable units. Design Concepts 62 Figure 4.0. Team Scenario Breakdown Design Concepts The following section explains how these eight proposals responded to the four main goals of the project. Maintaining Campbell’s Image In response to our ﬁ rst goal of maintaining the image of the City of Campbell, we have identiﬁ ed the following objectives and methods of achieving them: Objective 1: Ensure that new development in the Plan Area considers the current character, scale, and qualities of the environment surrounding the project area. Building heights do not exceed six stories between all eight teams. This was done to preserve the small-town character of Campbell while still providing dense and aff ordable housing. Building massings have been carefully considered so as not to impede upon the scale of surrounding residential use. Teams 1, 3, 5, 7, and 8 included townhomes on Nido Dr to respect adjacent densities, and teams 1, 3, and 4 kept building heights lower (around 2-3 stories) on Winchester Blvd. 63 Objective 2: Promote and preserve a sense of community by activating public spaces and enhancing new and existing streetscapes. All eight projects include active public plaza space. Roughly half of the teams, teams 3, 4, & 8, followed an East-to-West type of plaza greenway that connects to the light rail station. The other half, teams 1, 2, 5, 6, & 7, created an urban plaza that centers itself on Winchester Blvd. Ground- ﬂ oor retail anchors are strategically located to activate each team’s plaza. In addition to these public plazas, teams have also incorporated semi-private open spaces for residential uses. Table 1 outlines the open space, land coverage, and ﬂ oor area ratio between all eight teams. Design Concepts FAR Open Space SqFt Land Coverage Teams 1.03 118,370 46.16% Team 7 1.15 68,026 45.95% Team 1 1.25 36,406 48.04% Team 4 1.35 59,300 65.39% Team 8 1.38 52,272 64.21% Team 2 1.51 102,413 73.37% Team 6 1.72 313,100 45.03% Team 3 2.16 406,761 63.82% Team 5 Table 4.0.1. FAR, Open Space, and Land Coverage Housing Opportunities In response to our second goal of providing aff ordable housing, we have identiﬁ ed the following objectives and methods of achieving them: Objective 3: Promote housing aff ordability through provision of a diverse set of housing options to attract a diverse group of residents. All eight projects are mixed-use developments, with varying land-use types and building typologies. Half of the groups, teams 1, 2, 4, & 6, are primarily housing developments, with a few anchor points of commercial development. Teams 5 & 7 included nonresidential uses, with mixed ground ﬂ oor commercial uses. Teams 4 & 8 implemented the ﬁ nal variation of land use, which includes both residential and offi ce space. Teams 1, 2, 5, & 7 include over 60% aff ordable units in their development, while teams 3, 4, 6, & 8 include less than 35% aff ordable units. Teams 1, 3, 5, 7, and 8 include townhome and apartment typologies, while the remaining teams include solely apartments. All projects include a variety of unit types and aff ordability, including studio, 1-bedroom, 2-bedroom, and 3-bedroom apartments. Table 2 delineates the square footage of each land use for all teams. Design Concepts Total Square Footage Residential SqFt Commercial SqFt Offi ce Sqft Teams 715,991 490,723 165,213 60,055 Team 7 800,693 681,009 119,685 0 Team 1 868,357 653,585 195,727 19,500 Team 4 941,646 571,046 176,890 193,925 Team 8 959,472 806,205 121,658 31,609 Team 2 1,047,335 892,849 154,486 0 Team 6 1,197,880 895,905 246,400 55,775 Team 3 1,500, 869 1,237,469 214,282 49,118 Team 5 Table 4.0.2. Land Use: Square Footage Total Units Studios 1-bedroom 2-bedroom 3-bedroom Teams 504 25% 35% 25% 15% Team 7 572 25% 30% 25% 20% Team 1 540 0% 10% 90% 0% Team 4 646 0% 25% 40% 35% Team 8 647 30% 30% 30% 10% Team 2 913 25% 35% 20% 20% Team 6 920 25% 30% 30% 15% Team 3 1,139 0% 50% 35% 15% Team 5 Table 4.0.3. Residential Type and Units Objective 4: Create a hierarchy of densities within the site with the highest densities near the station and the lowest density the farthest away from the station. Across all 8 projects, the density of the built environment varies throughout the site with the densest area surrounding each team’s public plazas. Along Winchester, density varies between teams. Teams 1, 4, and 7 kept building heights low (around 2-3 stories), while the rest increased density along Winchester. The least dense areas of development between all teams are to the Northwest and West of the site along Budd Ave. and Nido Dr. respectively. Building heights along these streets do not exceed 3 stories. 64 65 Multimodal and Pedestrian Friendliness In response to our third goal of creating a multimodal and pedestrian oriented circulation, we have identiﬁ ed the following objectives and methods of achieving them: Objective 5: Provide ﬁ rst/last mile solutions by creating exclusively pedestrian and bike routes to main destinations such as the station, large retail, and large public areas. Pedestrian Circulation: Pedestrian circulation between all 8 teams can be divided into two essential categories: Those with a strong east-to-west connection from the light rail station to the surrounding neighborhoods on Nido Dr, and those with a more centralized pedestrian circuit. Teams 3 and 4 exhibit this east-to-west connection, while teams 2 and 6 focus pedestrian activity centrally on Winchester Blvd. A strong connection to the neighborhood improves access to the station, however, it could present safety and privacy concerns to residents. Focusing pedestrian activity centrally on Winchester creates a strong urban center for ground-ﬂ oor businesses, however, it may weaken pedestrian access to the station. Bicycle Circulation: Bicycle circulation is consistent between all 8 teams. The primary bicycle route is centered on Winchester Blvd, with separate Class I bike lanes heading northbound and southbound. Objective 6: Provide a safe pedestrian and biking experience by calming the ﬂ ow of traffi c with corner bulb-outs, safety islands, and physical barriers between modal uses. Vehicle Circulation: Each of the 8 groups has added or taken away from Winchester Blvd. Teams 2, 3, 5, and 8 have reduced the number of lanes from 4 lanes down to 2. Teams 2, 5 and 8 removed the median and in return added a center turn lane. All the groups have widened sidewalks, added protected bike lanes, more trees, and street furniture (signage, benches bike racks, lights, and planters). These attributes all help make Winchester more walkable. Vehicle circulation varies by team with regard to the VTA bus-loop. Teams 1, 4, and 6 have opted to retain the current VTA kiss-and-ride loop model off Winchester. The remaining teams have redesigned the bus loop to run roughly parallel to Winchester on the east side, with ingress and egress North to South. All teams include a new North-to-South vehicle right of way on the West side of the site, which runs parallel to Winchester. Teams 1, 3, 5, and 7, all include bus-only lanes at the VTA drop-off . Team 8 includes a “complete-street” with a focus on pedestrian mobility on the west side of the site. Parking Standards: Parking standards are based on aff ordability. Four teams implement conservative parking standards that are applied with less aff ordable housing, while the remaining teams implement reduced parking standards that are applied with more aff ordable housing Table 3 delineates conservative and reduced parking standards for Residential and Nonresidential land uses based on unit size or square footage, respectively. Design Concepts Design Concepts Land Use Type Existing Standard Conservative (Unit/Space) Reduced (Unit/ Space) Residential Studio (450 sqft) 2 1.25 0.5 1 bed (600 sqft) 2 1.25 0.5 2 bed (900 sqft) 2.5 2 1.25 3 bed (1,200 sqft) 2.5 2 1.25 Townhome* (2 bed, 1,500 sqft)2.5 2 2 Commercial - 1 space/200 sqft 1 space/250 sqft 1 space/400 sqft Offi ce - 1 space/225 sqft 1 space/300 sqft 1 space/500 sqft Table 4.0.4. Parking Standards Spaces Square Footage Team 831 307,551 Team 1 855 316,510 Team 7 1012 374,602 Team 2 1475 545,898 Team 5 1617 598,373 Team 4 1833 358,453 eam 6 2125 447,036 Team 8 2456 908,775 Team 3 Table 4.0.5. Parking Spaces and Square Footage 66 * Contains parking within a unit Sustainability In response to our fourth goal of fostering a sustainable and environmentally friendly development, we have identiﬁ ed the following objectives, and methods of achieving them: Objective 7: Use green design principles, such as solar panels on top levels, permeable surfaces, and low-glare/heat-intensive surfaces. All projects incorporate green design principles. Photovoltaic panels and active/passive heating principles are considered to conserve energy, permeable pavers to have minimal runoff impact, and low-glare surfaces to keep temperatures comfortable. All eight projects share the ultimate goal of net-zero, carbon-neutral development. Aff ordability-by-design building practices, such as building footprint uniformity, make this goal more achievable. Objective 8: Encourage the use of green building practices when constructing and designing new developments. The project will go through a rigorous CEQA (California Environmental Quality Act) mitigation process, which will require the use of green building practices during construction. Design Concepts 67 Page Left Blank Intentionally Design Concepts - Team 1 69 4.1. Team 1 Winton will be a vibrant, walkable, and accessible transit-oriented development, with a diverse mixture of aff ordable housing and supporting commercial uses. Winton will pair its on-site light rail with safe pedestrian and bicycle pathways, which will help link Winton with the surrounding Winchester neighborhood. Winton’s range of housing options will help the city of Campbell combat one of their major needs: housing. In the City’s adopted 2015-2023 Housing Element, the Association of Bay Area Governments (ABAG) assigned Campbell to plan for 933 new housing units, under the Regional Housing Needs Allocation (RHNA). However, in Campbell’s upcoming draft Housing Element, ABAG calls for the city to come up with 2,977 new units. This sharp increase puts into perspective how desperately the Bay Area needs housing, housing that Winton can help address. Lastly, Winton intends to stay consistent with Campbell’s sense of identity and community. Through the use of tiered buildings and a strategic density gradient, Winton will respect Winchester’s surrounding communities and remain consistent with Cambell’s feel, while supplying the increased housing densities that the Bay Area needs. Project Description A high density primarily housing mostly aff ordable development Design Concepts - Team 1 VTA Affordable Housing St. Lucy’s Parish Lightrail Platform Winchester Blvd. Budd Ave. Nido Dr. Project Area Lightrail Platform Numerals Number of Floors Theater Safeway III II III II IV IV IV IIIIV IIIII IIIII III IV IV IVIV IV II Solar Panel Roof Community Garden & Park III A B Roof Garden & Lounge Area Plaza with Moveable Seating III IV IIII II IIII IIII II II II II II Figure 4.1.1. Illustrative Site Plan 70 Design and Proposed Elements Winton sets out to promote/maintain Campbell’s image, off er a range of aff ordable housing options, create a pedestrian-friendly and multimodal circulation system, and foster an environmentally friendly development. From these goals, was a list of aligned objectives. Winton’s design was created with these ideas in mind, implementing speciﬁ c elements to address each objective. Campbell’s Image: The project proposes to preserve the current use at St. Lucy’s Parish, including its parking, in order to respect the Winchester area’s culture and sense of community. Though the transit- oriented project is bringing in housing densities that are more intense than the surrounding area, by implementing a gradual density gradient, the community’s sense of scale will be preserved. Winton’s proposed uses call for two-story townhomes on the West and Northwest borders of the site, in order to respect the neighboring lower density neighborhood. Through the use of a community garden and distinct landmarks, Winton will have a unique sense of place, within Campbell. Winton’s design aims to further promote its sense of place by activating its public spaces and enhancing the existing streetscape. Active public space will be accomplished through the large park south of the multiuse Safeway, the mixed-use surrounded plaza, and the accessible community garden. Furthermore, the improved streetscape will include protected bike lanes, ample shade, and unique urban furniture. Lastly, Winton has a unique sandwich building with a ground ﬂ oor Safeway, parking, a movie theater, and a park to its south. This distinctive building and uses will help cement the site area as a city-wide destination by being an anchor in which to activate commercial uses on site. Figure 4.1.2. Land Use Massing Model 71 Design Concepts - Team 1 Figure 4.1.3. Perspective View: Plaza & Commercial Uses Along Winchester Ave. 72 Design Concepts - Team 1 Design and Proposed Elements Multimodal & Pedestrian Circulation: In terms of non-auto circulation, Winton plans to focus on exclusive pedestrian and bike routes that connect the site and surrounding neighborhood to the station. Winton creates two primary pedestrian pathways that run from East to West, connecting the site and the station to the Western residential neighborhood. Along with these two main pathways, Winton will have a hierarchy of smaller quasi-public pedestrian pathways throughout the site. The site’s bike routes will be located along Winchester Ave. and will be protected from vehicular traffi c via a barrier separating modes of travel. Winton will be comprised of wayﬁ nding for pedestrian, bicycle, and vehicular traffi c. These will be in the form of signage and distinct landmarks. Lastly, Winton’s pedestrian pathways and streetscape will be comfortable and safe through the use of shade, lighting, and urban furniture. These urban design strategies will help make Winton’s public spaces more enjoyable for residents and visitors alike. Figure 4.1.4. Winchester Avenue Section with Median Figure 4.1.5. Winchester Avenue Section with Turn Lane 73 Design Concepts - Team 1 Figure 4.1.6. Circulation Map 74 Design Concepts - Team 1 Housing Options: Winton will be home to an assortment of housing options, including townhomes, medium density apartments, and high-density apartments, in order to cater to a diverse group of residents. Speciﬁ cally, the site’s townhomes will be 25 dwelling units per acre (du/acre), the medium density apartments will be 50 du/acre, and the high-density apartments will 60-75 du/acre. The proposed development includes a group of similar building typologies, which is an aff ordability by design principle that helps bring down construction costs. Winton focuses on creating an intensity of residential uses to help match the large number of jobs being created in Silicon Valley. The proposed development creates a hierarchy of densities within the site with the highest density located in the center of the site. As the site gets closer to residential neighborhoods, densities are reduced in order to create a gradient. Sustainability: Through its design, Winton aims to implement sustainable and environmentally friendly designs and practices. Winton’s landscaping will focus on drought-tolerant techniques, with the addition of native plant species to help protect Campbell’s biodiversity. In order to reduce the runoff created from new developments, low-impact development (LID) practices will be incorporated. Bioswales, green roofs, and permeable surfaces will be incorporated when practical. Lastly, passive heating and solar lighting will be incorporated into building design standards. Figure 4.1.7. Perspective View: Pedestrian Walkway Near Townhomes 75 Design Concepts - Team 1 Short (5 years) • Housing above existing VTA Station • Medium-high density / mixed-use / community garden / parking east of Winchester Boulevard • Townhomes north-west side of Winchester Boulevard, along with Safeway Long-term (10 years) • High- & medium-high density housing / mixed-use / park / plaza south-west of Winchester Boulevard Phasing Figure 4.1.6. Phasing Diagram 76 Legend Phase 1 Phase 2 Design Concepts - Team 1 Design Concepts - Team 2 77 4.2. Team 2 Our design is in harmony with the City of Campbell’s vision for Winchester Boulevard and the transit station district. Following their intent, we will create a plan that fosters community life: a high to low density mixed use leaning development with high pedestrian circulation and a street lined with ground-level business and residential or offi ce space above. In order to create a visual and physical connection to Downtown and Campbell Avenue, we have lined the street with an avenue of trees paralleled by street ﬁ xtures. The City of Campbell values the pedestrian experience. Our proposal’s emphasis on walkability provides a reason for people to visit and explore the site off ering diverse opportunities: amenities include a redesigned movie theater, a centerpiece plaza space with a range of retail businesses , and an active gym supporting nearby residents. All of our amenities are supported by a pedestrian circuit to encourage the exploration of our site in all of its depth. A central urban square is featured on the east and west side of Campbell Avenue. The space will activate Campbell avenue by providing space to host public events, street vendors, art pop-ups, and can act as a ﬂ exible platform for community members to express their ideas. Campbell is adamant in preserving its identity as it moves forward. The hierarchical urbanity from greater to less density as one travels away from the station will preserve and respect Winchester’s character. The ﬁ ve story buildings are directly near the transit station while the middle area primarily features four stories. Finally, the westward most point is three to four stories. As one approaches the existing residentials, we have created tiered setbacks to prevent an overshadowing of adjacent one story and two story residentials. This development will be a foundation for a future of Campbell that excites a comfortable yet spontaneous urban life. Project Description Design Concepts - Team 2 Figure 4.2.1. Illustrative Site Plan 78 II IV III IV V III IV III III IV IV IVIII II IV IV IV III IIIIII III VI IV VI IV IV IVI IV III IV V III IV III III IV IV IV IV III IIIIII III IV VI IV IV IV VI IV III II IV I II Design Concepts - Team 2 Design and Proposed Elements Starting on the west side of our site we have a focus of high density residential buildings with setbacks facing Nido Drive and Budd Avenue. All three of our proposed northwest residential developments feature parking within themselves. Our overall circulation is designed to respect the privacy of these residential developments and the existing neighborhoods. This is done through putting the residential parking entry ways away from Nido Drive, resident vehicles will access parking by turning in from Winchester and then into parking, preventing them from reaching Nido Drive. These developments also have courtyards to create a private space for the residents. On the East side of Winchester is a mix of uses and in general is high density. At the east most side we have a high density residential development with ﬁ rst ﬂ oor parking and a communal green space within it. At the south east corner of Winchester village is a mixed use parking garage featuring retail alongside the north facing ﬁ rst ﬂ oor with the rest of the building dedicated to general and mixed use parking. We also created a road accessible by all modes of transport at the southside of our site connecting Nido and Winchester. Along this road is a residential and general parking garage that will hopefully dissuade people from looking for parking within the west existing neighborhood. These developments also have courtyards to create a private space for the residents. Figure 4.2.2. Land Use Massing Model 79 Figure 4.2.3. Perspective View looking out of residential garage 80 Design Concepts - Team 2 Design and Proposed Elements Multimodal & Pedestrian Circulation: Our design is in harmony with the City of Campbell’s vision for Winchester Boulevard and the transit station district. Following their intent, we will create a plan that fosters community life: a high to low density mixed use leaning development with high pedestrian circulation and a street lined with ground-level business and residential or offi ce space above. In order to create a visual and physical connection to Downtown and Campbell Avenue, we have lined the street with an avenue of trees paralleled by street ﬁ xtures. The City of Campbell values the pedestrian experience. Our proposal’s emphasis on walkability provides a reason for people to visit and explore the site off ering diverse opportunities. Figure 4.2.4. Winchester Avenue Section with center turn lane Figure 4.2.5. Inner St. Section 81 Design Concepts - Team 2 Figure 4.2.6. Circulation Map 82 Design Concepts - Team 2 Housing Options: On the south west corner of our site are three other residential developments with medium density off ering residential parking within their own structures. The two west most building blocks use their ﬁ rst ﬂ oor to accommodate for parking. The building eastward and adjacent to Winchester uses podium parking with access to it along Winchester Boulevard. Directly between the existing west neighborhood and Winchester station and at the center of our site is a designed plaza space bordered by mixed use developments. This area is the focal point of Winchester Village and will hopefully provide communal space for nearby residents as well as attract people from the bigger Campbell area. Adjacent to this space, towards the south of it speciﬁ cally, is a planned theater and gym (uses that serve the greater Campbell area). Figure 4.2.7. Perspective View (caption based on what it shows later on) 83 Design Concepts - Team 2 Short (5 years) • Housing above existing VTA Station • Medium-high density / mixed-use / community garden / parking east of Winchester Boulevard • Townhomes north-west side of Winchester Boulevard, along with Safeway Long-term (10 years) • High- & medium-high density housing / mixed-use / park / plaza south-west of Winchester Boulevard Phasing Figure 4.2.6. Phasing Diagram 84 Open Space Open Space Open Space Parking Lot P P P P Open Space Open Space Open Space Open Space P P P P P P P P P eee Legend Five Year (Phase 1) Ten Year (Phase 2) Design Concepts - Team 2 Design Concepts - Team 3 85 4.3. Team 3 Winton will be a vibrant, walkable, and accessible transit-oriented development, with a diverse mixture of aff ordable housing and supporting commercial uses. Winton will pair its on-site light rail with safe pedestrian and bicycle pathways, which will help link Winton with the surrounding Winchester neighborhood. Winton’s range of housing options will help the city of Campbell combat one of their major needs: housing. In the City’s adopted 2015-2023 Housing Element, the Association of Bay Area Governments (ABAG) assigned Campbell to plan for 933 new housing units, under the Regional Housing Needs Allocation (RHNA). However, in Campbell’s upcoming draft Housing Element, ABAG calls for the city to come up with 2,977 new units. This sharp increase puts into perspective how desperately the Bay Area needs housing, housing that Winton can help address. Lastly, Winton intends to stay consistent with Campbell’s sense of identity and community. Through the use of tiered buildings and a strategic density gradient, Winton will respect Winchester’s surrounding communities and remain consistent with Cambell’s feel, while supplying the increased housing densities that the Bay Area needs. Project Description Design Concepts - Team 3 II II II II II II V V V V V V V V V V V V III III III III III III VI VI VI VI I V Winchester Blvd.Nido Dr. Budd Ave. Legend Building StoriesIII P Parking 0’ 50’100’150’250’N P P P P P St. Lucy’s Parish Safeway Nursery Outside Nursery Figure 4.3.1. Illustrative Site Plan 86 Design Concepts - Team 3 Design and Proposed Elements One of the main goals of the proposed project is to maintain the character of Campbell and its small-town feel. To maintain a smooth transition of building scales with the residential neighborhood to the west and northwest, the density of the proposed development is not going to be as dense. Lining the western side of the project site, there will be two-story townhomes that are a similar scale to the residential area off -site. The northwest part of the project area will consist of high-density apartments that are ﬁ ve stories high. Green space separates the ﬁ ve- story apartments between each other, making room for circulation and recreational activities. Another aspect of the development of the west side of the site is keeping the existing Safeway, but relocating it to the southern part of the site and adding parking on a second story above. The eastern part of the project site too will be residential-focused, but will also off er offi ce space to accommodate individuals using the light rail to get to work, so offi ce spaces will be implemented into mixed-use development. The eastern area also includes the VTA housing site, the existing church, and the existing nursery. Buildings are going to be as high as six stories tall as they are located further from the surrounding residential areas. Legend R R R C Figure 4.3.2. Land Use Massing Model 87 88 Figure 4.3.3. Perspective View of Bus Terminal and Plaza Design Concepts - Team 3 Design and Proposed Elements The purpose of a Transit Oriented Development is to design an area that is compact, walkable, pedestrian-oriented, and includes mixed-use communities that are developed around train stations. Most pedestrian activity will occur along Winchester Boulevard as most mixed-use development will be located along the street. Since Winchester Boulevard is the main accessway of the project site, it is important to have more activity lining the street than being hidden from it. There will be retail shops and restaurants on the first floor of the mixed-use buildings that travelers can see from Winchester Boulevard and will be inclined to stop at, in addition to supporting the residents surrounding the area. 8 foot bike lanes will be implemented along the entire strip of Winchester Boulevard on the site. A 2-lane inroad will be developed on the eastern part of the site connected to Winchester, creating a bus-only path to increase the quality of accessibility to the station. Figure 4.3.4. Winchester Avenue Section with Median Figure 4.3.5. Winchester Station Bus Terminal Section Design Concepts - Team 3 89 9090 Figure 4.3.6. Circulation Map P P P P P Budd Ave.Nido Dr. Winchester Ave.0’ 50’100’150’250’N St. Lucy’s Parish Legend Vehicular Roadway Bus Only Roadway Bicycle Lane P Parking Parking Entrance Pedestrian Circulation Greenspace Project Boundary Design Concepts - Team 3 9191 In order to improve a small town feel and human scale, there will be pedestrian access across the site, starting on the eastern side from the station and stretching all the way down to the townhouses on the western edge. The eastern pedestrian access will be built as a plaza, with accessible green/open space surrounding the 5 story residential buildings. Figure 4.3.7. Perspective View of Townhomes Design Concepts - Team 3 92 Short (5 years) • Development will begin on the eastern section of the site in order to prioritize development closest to the transit station. • Mixed use buildings on the west side of Winchester Blvd. Long-term (10 years) • 5 story residential buildings in the west section of the site will be developed with open space and parking. Phasing Figure 4.3.6. Phasing Diagram Legend Phase 1 Phase 2 Design Concepts - Team 3 93 Design Concepts - Team 4 4.4. Team 4 We strive to create a well rounded, beautiful, and diverse environment to foster community engagement among residents and visitors. Winton Station will become a destination, rather than a mere stop, encompassing a variety of homes, and retail attractions, as well as beautiful green space. Winton is a space for the people, easily walkable and accessible through local transit. Project Description 94 Design Concepts - Team 4 Figure 4.4.1. Illustrative Site Plan 95 Design Concepts - Team 4 Design and Proposed Elements Winton sets out to promote/maintain Campbell’s image, off er a range of aff ordable housing options, create a pedestrian-friendly and multimodal circulation system, and foster an environmentally friendly development. From these goals, was a list of aligned objectives. Winton’s design was created with these ideas in mind, implementing speciﬁ c elements to address each objective. Community-oriented Development: Our site respects and incorporates on-site and surrounding historical, environmental, and cultural assets that make Campbell unique. We are maintaining the Safeway as well as the movie theater so as to maintain those community anchors, and what the Winchester space is accustomed to. These two big box retail stores will be located on opposite ends along Winchester Avenue to activate the street and bring business to those stores. The Safeway and accompanying stores, connected in a mall-like fashion, will have teaser street parking as well as rear located parking structures for its users. To the Western end of our site, is our medium and medium high density residential spaces. Located amidst the residential complexes is a large park for the community. On the eastern end of our site, behind residential spaces, is a community garden, connected to a nursery providing greenery and a space for community participation and involvement. The entirety of the site can be accessed by residents and visitors with various open green spaces to enjoy, as well as pathways and sidewalks for pedestrian access. Figure 4.4.2. Land Use Massing Model 96 Figure 4.4.3. Perspective View Nursery residential, VTA access Figure 4.4.3. Perspective View Residential and Park Design Concepts - Team 4 97 Design and Proposed Elements A Multimodal and Pedestrian-friendly Circulation System: Given the location of Winchester light rail, it is important for us to create and integrate a community surrounding it that is pedestrian friendly, and can utilize the public transportation provided.We will be making Winchester boulevard a destination spot by enhancing the retail experience with food chains on the east, and inviting neighborhood retail to the west. We will also be creating exclusively pedestrian and bike routes to main destinations such as the Winchester light rail station, big box retail establishments, and large public areas. Overall we strive to create pedestrian dominated elements. One way we will enhance the pedestrian experience is with aesthetic attributes that create clear and comfortable pathways with strategies such as proper lighting, adequate shade, as well as urban furniture. Our site contains a gateway intersection that provides a link between the retail and residential to the west of the site, connecting it to the Winchester station. We will encourage wayﬁ nding by establishing unique identities for major locations with stylized features, signage, and landmarks. Figure 4.4.4. Winchester Avenue Section with Median Figure 4.4.5. Winchester Avenue Section with Turn Lane Design Concepts - Team 4 Figure 4.4.6. Circulation Map Design Concepts - Team 4 98 A Range of Housing Opportunities: Housing aff ordability will be promoted through provisions of a diverse set of housing options in order to attract a diverse group of residents. These varieties of housing include slightly more expensive townhomes, as well as more aff ordable high rise apartments to create a vast variety of housing, and income levels that can be accommodated within the area. The townhomes will be dispersed towards the West end of our site consisting of 5 sets of 18 units of townhomes. These will be catered for families consisting of 3-4 bedrooms each. Each unit of a townhome will have its own garage with parking as well as some street parking for visitors, etc. In the western section as well there are U-shaped apartment complexes. These are tiered with four stories on the eastern end, followed by three and two stories moving west. On the ﬁ rst ﬂ oor of the four story apartment section, will be a parking lot for the residents. Each ﬂ oor will contain about 9 rooms approximately 1500 square feet each which can house anywhere from 2-4 people each. Finally, our residential towers which are located just behind the neighborhood retail on Winchester boulevard, as well as to the east of the site near the transit station will be four stories and consist of 61 studios total, each of which are 750 square feet. Sustainable and Environmentally Friendly Development: A large aspect of our project is the incorporation of green space to create not only an aesthetically friendly environment, but also both protect and enhance Campbell’s natural habitats and biodiversity. Throughout the site, native plants will be incorporated into each green space. The western section of our site will have a large park full of greenery and trees that residents and visitors can enjoy. We would like to incorporate solar panels on residential roofs to provide a sustainable heating/cooling system for the community. Additionally, by making Winton Station such a walkable environment, with a transit station centrally located, we hope to encourage walking to destinations as well as the use of public transportation. Figure 4.4.7. Perspective View Plaza in Between two Neighborhood Commercial; Visual Between two Big Box Establishments Design Concepts - Team 4 99 100 Short (5 years) • Focus development to the VTA side of the project site • Establish bulk of aff ordable housing on project site • Develop adequate parking for more dense infrastructure • Intersection improvement on Winchester • Incorporate Pedestrian Domain improvement Elements • Establish community garden on East Side • Incorporate Native Plants into landscaping • Preserve Safeway, Nursery, Theater Long-term (10 years) • Transform the West side of the project site into a residential and commercial hub • Relocate Safeway/Theater as well as existing neighborhood businesses • Develop/continue aff ordable housing on West Side • Focus on family oriented residential typology • Create Shared Streets on West Side • Create physical and visual break in development with parklets and open spaces Phasing Design Concepts - Team 4 101 Design Concepts - Team 5 4.5. Team 5 The Winchester Transit-Oriented Neighborhood (WinTON), hereby referred to as Winton, is located at the ﬁ nal stop of the light rail along Winchester Boulevard. Winton’s location next to the rail station creates an opportunity to develop the area into a transit-oriented development (TOD). On the site, the Valley Transit Authority (VTA) plans to develop their parcel as 100% aff ordable housing. The intent of the project is to revitalize the area by changing the existing one-story commercial buildings and surface parking lots to a dense mixed use development. Winton has an emphasis on residential, locally oriented commercial, and open public space. The development also includes plans to expand upon Campbell’s local public art scene. Project Description Winton is a project based on three main design ideas. First the development is designed as a transit-oriented neighborhood. The commercial, residential, offi ce, public, and park uses of varying densities and typologies are oriented towards active and public transportation options. The second design idea is to bring art and entertainment to Campbell. The Winton development brings public art, unique and articulated architecture, and entertainment uses to the City. These design choices can magnify and strengthen the character, history, and goals of Campbell. The third and ﬁ nal main design idea for the Winton development is to enhance the Winchester and Campbell community. Community engagement is promoted and preserved through the development’s activated public spaces. Designing for the pedestrian enhances interpersonal interactions amongst community members. Providing opportunities for community interaction will encourage and increase community engagement overall, curating both a Winton community and an enhanced Winchester and Campbell community. Introduction 102 Design Concepts - Team 5 Figure 4.5.1. Illustrative Site Plan The illustrative site plan delineates the relationship between the building masses, Winchester Boulevard, the public paseos, and the public plaza and green spaces. Spaces A, B, C, and D display unique areas on site including the primary plazas and special parking arrangements. 103 Design Concepts - Team 5 Design and Proposed Elements The Winton development’s three main design ideas and major proposed elements help implement the objectives and goals of the project. The character and image of Campbell is maintained and promoted through the showcasing of public art and unique architecture in the Winton public spaces. The community-oriented nature of the development’s activated public spaces and entertainment uses will engage the community in the Winchester area and in greater Campbell. According to the Association of Bay Area Governments (ABAG), the City of Campbell needs to plan for 2,977 housing units in the sixth RHNA cycle. 1,186 of these units must be for low or very low income levels. The Winton neighborhood provides the City of Campbell with 222 aff ordable housing units, helping contribute to the goal to off er housing opportunities to lower income levels. Additionally, these units are transit-oriented, meaning that the residential units will have easy access to the Winchester Light Rail Station, VTA public bus stops, and safe and convenient pedestrian and bicycle facilities. Just as the residential uses have access to the multitude of transit opportunities on site, so do the commercial, offi ce, and park uses. Whether single-use or mixed use building typologies, each use on site has easy access to transit options. Multiple transit options are accessible by not prioritizing motor vehicles in street design. Pedestrian and bicycle circulation is equally prioritized. Primary vehicle parking structures are kept away from Winchester Boulevard to establish a pedestrian- scale in the Winton neighborhood. Bus exclusive lanes are established to encourage ridership and to improve ease of bus circulation at the light rail station bus stop. The plaza and paseo network of the Winton neighborhood cohesively connects the light rail to the easternmost portions of the site, as well as allows for multiple pedestrian connections around the entire site. Widened and newly buff ered bicycle lanes help encourage ridership on Winchester Boulevard and improve comfort and safety for cyclists. Figure 4.5.2. Land Use Massing Model 104 Design Concepts - Team 5 Figure 4.5.3. Perspective View 1 This perspective view shows the plaza that leads to the main paseo of the Winton development as pedestrians exit the Winchester Light Rail Station. The view is from the edge of a green space looking towards the paseo. On the left of the image is a parking garage with facades of public art. Commercial kiosks occupy the paseo. 105 Design Concepts - Team 5 Design and Proposed Elements Multimodal & Pedestrian Circulation: The commercial, residential, offi ce, public, and park uses of varying densities and typologies are oriented towards active and public transportation options. Whether single-use or mixed-use building typologies, each use on site has easy access to transit options. Multiple transit options are accessible by not prioritizing motor vehicles in street design. Pedestrian and bicycle circulation is equally prioritized. Primary vehicle parking structures are kept away from Winchester Boulevard to establish a pedestrian-scale in the Winton neighborhood. Bus exclusive lanes are established to encourage ridership and to improve ease of bus circulation at the light rail station bus stop. The plaza and paseo network of the Winton neighborhood cohesively connects the light rail to the easternmost portions of the site, as well as allows for multiple pedestrian connections around the entire site. For example, when exiting the Winchester light rail station on the east side of the site, pedestrians are guided through a series of plazas by way of a wide paseo. Widened and newly buff ered bicycle lanes help encourage ridership on Winchester Boulevard and improve comfort and safety for cyclists. Figure 4.5.4. Winchester Boulevard Section 1 Figure 4.5.5. Winchester Boulevard Section 2 106 Design Concepts - Team 5 Figure 4.5.6. Circulation Map 107 Figure 4.5.7. Perspective View 2 Design Concepts - Team 5 Arts and Entertainment The Winton development brings public art, unique and articulated architecture, and entertainment uses to the City. These design choices can magnify and strengthen the character, history, and goals of Campbell. Enhancing Community Community engagement is promoted and preserved through the development’s activated public spaces. Designing for the pedestrian enhances interpersonal interactions amongst community members. Providing opportunities for community interaction will encourage and increase community engagement overall, curating both a Winton community and an enhanced Winchester and Campbell community. Perspective view 2 is of the northwest corner of the main plaza community center on the east side of the site. The view is from the center of plaza C as indicated on the site plan. It overlooks a public space designed for leisure activities and outdoor dining to compliment the mixed-use restaurants serving the space. 108 Short (5 years) The east side of the Winton development is the most important to the rest of the community as it will be the ﬁ rst place light rail riders will see at the end of the line. As the VTA owns some of this property, there is potential for an earlier start to construction than the rest of the site. There also are three other property owners that would need to start development. The toughest of those to convince is the church. The other two property owners, plant nursery and a car rental place should start construction soon after the VTA. Long-term (10 years) The west side will be the bulk of the project. The ﬁ rst step of construction will be to construct the buildings taking over the current parking lot. While those buildings start demolition and construction on the other buildings should start. If needed buildings like the safeway can stay in operation for as long as possible, as it is important to the community. Phasing Figure 4.5.6. Circulation Map Design Concepts - Team 5 109 Design Concepts - Team 6 4.6. Team 6 Orchard Park will transform the suburban environment surrounding the Winchester Light Rail Station into a pedestrian-oriented, mixed-use station area district, using TOD principles. There is an urgent need for a transportation system that provides for all users, not just automobile users, in order to reduce regional traffi c and increase accesibility to transit and other modes of transportation. Orchard Park will incorporate protected bike lanes, wide sidewalks, and easily accessible transit in order to encourage multimodal transportation and reduce car dependency. Additionally, multimodal connections are enhanced to make transfers easier and more accessible. These improvements will lead to beneﬁ ts not just for Campbell, but for surrounding communities as well. Campbell has been aff ected by the increasing cost of living in the area, and it is becoming less aff ordable as a result. Not only will more units help keep Campbell aff ordable, the city is required to plan a certain number of untis as assigned by the Association of Bay Area Governments (ABAG) between the years 2023-2031. The numbers currently assigned to Campbell include 752 very-low income units, 434 low income units, 499 moderate income units, with an overall total of 2,977 new units needed. Orchard Park will create 76 very-low income units, 39 low income units, 39 moderate income units, with an overall total of 987 new units created. This makes substantial progress towards providing more aff ordable housing in the city and fulﬁ lling RHNA numbers, with the project accounting for 33% of total RHNA units needed. Campbell’s identity is heavily centered around being a family-friendly city and having a strong sense of community. The Draft General Plan 2040 lists two of its objectives as ensuring that ‘Campbell remains a safe, vibrant, and family-friendly community,’ and protecting its ‘character and sense of community.’ Orchard Park is catered towards providing a variety of housing typologies that ﬁ ts the needs and desires of families. By creating and maintaining an environment suitable for families, this strong sense of communtity cherished by Campbell is not only sustained but strengthened. Project Description 110 Design Concepts - Team 6 Figure 4.6.1. Illustrative Site Plan 111 Design Concepts - Team 6 Design and Proposed Elements Orchard Park seeks to create a heavily residential development that off ers a range of housing options, close proximity to commercial activities and amenities, and an overall walkable pedestrian oriented environment while maintaining the current small-town image of the City of Campbell. Aligned with these goals and the objectives spawned from them, Orchard Park was produced to eff ectively address each of them. Campbell’s Image: To harmonize Campbell’s small-town aesthetic with the intensiﬁ cation of development that comes with a TOD project, the highest densities that also contain the commercial portions of the project have been centralized along Winchester Blvd. with the rest of the developments decreasing in density as distance from the center increases. This produces a more secluded area for the lower density residentials west side allowing for a quieter, more private living experience for future residents, and minimizes disturbance for already existing residences. In this residential section a variety of housing options are provided ranging from townhomes to apartments of all sizes. The increase of density along Winchester Blvd. requires creating a smaller feel. This is accomplished by utilizing street trees with larger canopies that hide building heights, building step-backs after the ﬁ rst ﬂ oor that make the structures appear shorter, and large plazas along the boulevard that push some development away from the street and create an active town-square environment. These plazas are stimulated with the commercial developments surrounding them, making use of both the increased activity from the transit platform and the future residents by providing them with various services and amenities from grocery options to movie theaters. In producing a development in the aforementioned way, Orchard Park becomes a residential staple that introduces necessary changes while conserving what makes Campbell home. Figure 4.6.2. Land Use Massing Model 112 Design Concepts - Team 6 Figure 4.6.3. Perspective View of Main Plaza 113 Design Concepts - Team 6 Design and Proposed Elements Multimodal & Pedestrian Circulation: Orchard Park reimagines the circulation of the site by changing the street prioritization from a large car-centric boulevard to a walkable pedestrian-oriented commercial boulevard. The street has been adjusted with wider medians that incorporate large trees that reduce traffi c speeds, protected bike lanes buff ered with vegetation, and widened sidewalks lined with trees and seating options. Three new shared streets will be constructed in this manner, and will also provide emergency and city services with automotive access while still prioritizing pedestrian access. Another feature is the concentration of parking in designated parking structures along Winchester Blvd. for both commercial and residential purposes. The southeast townhouses contain garages and driveways, and the northeast apartment complexes have ﬂ oor level parking. This parking allocation will reduce vehicle dependency along Winchester Blvd. Overall, Orchard Park incorporates a circulation network that supports a dense community and maximizes the amount of housing provided. Figure 4.6.4. Winchester Boulevard Section with Shared Street Figure 4.6.5. Winchester Boulevard Section Wide View 114 Design Concepts - Team 6 Figure 4.6.6. Circulation Map III III II IIII II IIIIII III III IV IV V V IV IV IV V VV V III IV Budd Ave Nido DriveWinchester BlvdTo Downtown Station Pickup/Dropoff St. Lucy’s Parish Vehicular Roadway Bicycle Lane Pedestrian Circulation Greenspace N Parking Parking Entrance P Project Boundary Legend 97 Spaces 393 Spaces304 Spaces P P P 233 Spaces P 115 Housing Options: In tandem with the desire to maintain a community atmosphere, housing provisions have been organized according to a density hierarchy that promotes vibrancy and connectivity. Five story high apartment complexes are situated closest to Orchard Park and the light rail station. Diverse incomes & occupations utilizing diverse transportation options will characterize the south-west area of the site. Medium density three story multi family residences situated in the north east of the site enjoy a comfortable walk to vital commercial options, and still maintain greater privacy and a residential aesthetic within their neighborhood. The two story townhouses south of the multifamily apartments will share access to residential green spaces, and enjoy a similar residential atmosphere along with personal parking spaces. A north-to-south shared street in- between the east residential village and the parallel Winchester commercial facade will support connectivity and create symbiosis amongst the elements of the site. Sustainability: Orchard Park seeks to implement environmentally sustainable design elements. Orchard Park will implement a vast amount of landscaping such as trees and drought tolerant plants on Winchester Blvd to increase shading for pedestrians and reduce both urban heat island eff ect and water usage for the community. Low impact development is a key detail of Orchard Park’s design to reduce run off through the incorporation of permeable surfaces such as pavers in shared street and plaza areas. The incorporation of green roofs with rooftop gardens will facilitate lower building energy usage as well as communal rooftop activities. Lastly, solar energy will be implemented into the building design in key areas such as on parking garages and buildings without rooftop activities. Figure 4.6.7. Perspective View with Proposed Townhouses Design Concepts - Team 6 116 Short (5 years) • Townhomes (Buildings 1-4), multi-family apartments (Buildings 5-9), mixed-use commercial/ residential (Buildings 11, 12, 15, 16, 19), parking structure (Buildings 24, 26) • VTA aff ordable housing complex (Building 10) • Shared Streets west of Winchester Boulevard Long-term (10 years) • Mixed use commercial/residential (Building 13, 14, 17, 18) • Parking structure (Building 23, 25) • VTA light rail capital improvements Phasing Figure 4.6.6. Phasing Map Legend Phase I - 5 Years Phase II - 10 Years Design Concepts - Team 6 117 Design Concepts - Team 7 4.7. Team 7 Warbler Center is going to act as a hub within the City of Campbell that focuses on family needs through housing and accessibility while still balancing an urban atmosphere through public transportation and commercial uses. The City of Campbell Housing Element expresses a need for aff ordable housing, as well as new types of housing based on the city’s changing demographics. In accordance with these goals, a portion of Warbler Center is set aside for aff ordable housing units and provides housing that varies in both density and design. Campbell’s Winchester Boulevard Master Plan sets a goal of streetscape-related capital improvements and rear parking for Winchester Boulevard. Warbler Center, by prioritizing public transportation and walkability, aligns with these goals. Project Description Design Concepts - Team 7 P P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 II III III II II II II IV IV IV III III IV III III II III III III IVI IV IV A A’ B B’ Winchester Boulevard Budd Avenue St. Lucy’s Parish VTA Affordable Housing Lightrail Loading Dock Nido Drive Movie Theater Safeway + Parking Warbler Court Playground + Community Garden Daycare Legend Site Boundary II IIIIV,,Number of Stories N 0’50’200’ P Figure 4.7.1. Illustrative Site Plan 118 Design Concepts - Team 7 Design and Proposed Elements The Warbler Center development sets out to maintain and enhance Campbell’s values. The main intent of Warbler center is to provide dense, aff ordable housing for the families of Campbell, create a secondary urban center within the city that still maintains a small-town feel, develop a walkable pedestrian network that can be used by residents of all ages, and place uses that are important to families safely near residential areas. From these goals the design for Warbler center was created. Family-Orientation: After a site visit and conducting multiple interviews with residents of Campbell, this led us to the conclusion that the area needed to be a place for families. Warbler Center features a 60% aff ordable housing development that will be primarily reserved for families in order to maintain the city’s character, while encouraging more diverse housing. While most residents sought for change, there were some concerned with this portion of Winchester becoming too urban and resembling the large, neighboring city of San Jose. To appease this concern, Warbler will not only keep SummerWinds Nursery, but expand into to make it accessible to more residents. In addition to this, Warbler Center will feature a community garden and a day care. Since the surrounding area already features John D. Morgan Park, a large local open-space, the day care and garden were added to accomplish two goals, making resources readily available to both residents of Warbler, as well as the surrounding neighborhood, and making Warbler Center distinct from other areas; such as the Prun Yard and Downtown Campbell. Figure 4.7.2. Land Use Massing Model Legend - Land Use Colors Residential - Medium Density Residential - High Density Residential - Commercial 2ɝFH Public Facility Plaza / Open Space Parking Facility 119 120 Design Concepts - Team 7 Figure 4.7.3. Perspective View of Warbler Market and the main plaza on the west side of Winchester Blvd. This is a space for residents and vistors to enjoy the various amenities of the Warbler Market. Figure 4.7.4. Perspective View of East Warbler Plaza. This is the main plaza that riders of the VTA light rail will be directed to when exiting the station. This plaza space is meant to be enjoyed by VTA riders, residents of Warbler Center, and professional working in the variouses offi ces. The local nursery will also occupy a portion of this space. 121 Design Concepts - Team 7 Design and Proposed Elements Urban Destination: One of the main goals of Warbler Center is to create a new urban destination for the city of Campbell and other surrounding communities. From the very beginning, Warbler Center was designed with the intention of creating a space that is inviting, exciting, and unlike the rest of Campbell. This goal is achieved through the new amenities such as the Warbler Market. Warbler Market is a new retail space that will be occupied by various small businesses ranging from local eateries to wine bars and other small, local businesses. Warbler Center would also like to preserve the current Movie theater but move it into a new building adjacent to Warbler Market. These various amenities will be accompanied by new and distinct public spaces for residents and visitors to enjoy. Figure 4.7.5. Winchester Avenue Section Figure 4.7.6. Warbler Court (Inner Road) Section 122 Design Concepts - Team 7 Figure 4.7.7. Circulation Map 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 P P P P P 2 Vehicular Roadway Bus Only Roadway Bicycle Lane Pedestrian Circulation Legend P Parking Parking Entrance Project Boundary Railroad Node Budd Ave Nido Dr.WinchesterAve. 123 Public Spaces: While Warbler will be a commercial and residential center, it will also feature multiple public spaces that accent the site. Since most of the development will be repurposed parking lots, it is important to transform these areas from places for cars to gather, into ones for people. In order to balance the need for residential and commercial space, the spaces featured in Warbler will be divided evenly into public spaces for visitors and more private spaces for residents. These public spaces will be primarily along Winchester Blvd. and have a clear path from the VTA station to encourage the use of public transportation. These public spaces will feature something new and familiar to residents. The new feature will be a public market, a place for both residents and visitors to take part in not supporting local businesses, while also diversifying the kinds of experiences off ered by vendors. In order to preserve an original part of the area, Warbler will keep CineLux Theaters. These spaces will not only allow gatherings, but will allow the possibility for residents and visitors to engage in experiences that were not possible before. Mixed-Use: Warbler Center will be a new mixed-use district for the city of Campbell. Warbler Center will feature a range of diverse housing types, commercial space, and offi ce space. As a Transit- Oriented Design it is the goal of Warbler Center to provide all necessary services and amenities within the development. Any resident, visitor, or professional that comes to Warbler Center will ﬁ nd comfort in knowing that Warbler Center has everything they are looking for from local business to restaurants, and great space for recreation and leisure. Figure 4.7.8. Perspective View of Warbler Center’s community garden and playground. This is a space that is meant to be shared between the warbler residents, day care, and members of the surrounding community. Design Concepts - Team 7 124 Phasing Figure 4.7.9. Phasing Diagram Legend Phase 1 Phase 2 • Short Term (5 Years) • Redesigned bus loop • VTA Aff ordable Housing (Building 16) • Apartments (Building 18) • Nursery Plaza • Mixed-Use Market place with streetside plaza (Building, 15) • Cinema with streetside plaza (Building 14) • Mixed-Use Development First ﬂ oor Commercial-Residential (Building 13, 16) First ﬂ oor Commercial-Offi ce (Building 17, 19, 21) • Parking Structure (Building 20) Surface Long Term (10 Years) • Safeway and parking lot (Building 12) • Mixed-Use Development • Medium Density Residential Development • High Density Residential Development • Community Garden/Playground • Day Care (Building 1) Design Concepts - Team 7 125 Design Concepts - Team 8 4.8. Team 8 The objective of Winchester Junction is to construct the suburban environment surrounding the Winchester Light Rail Station into a pedestrian-oriented, mixed-use station area, using Transit- Oriented Development principles. In the Winchester Boulevard Master Plan, it states that the corridor will gradually evolve from a “commercial strip” to a higher-value street with high-density offi ce, inﬁ ll residential development, and locally oriented commercial businesses, which is exactly what Winchester Junction plans to incorporate. This development is medium density with less than 800,000 square feet of development, containing primarily mixed-use with less than 70% being housing, and is 100% aff ordable on the VTA property and 30% aff ordable on the remaining development. The vision for this project is to create a live-work environment that provides an abundance of job and housing opportunities, as well as generates community through co-working and social spaces such as job skills and career readiness centers. During the site visit, it was clear that the nursery was of high importance within the community, so we plan to reimagine it and include a community garden next to the nursery with the opportunity for a food-sharing program. Additionally, the City of Campbell mentioned that there was a mural program being implemented throughout the city, so to maintain Campbell’s community-oriented focus, murals will be incorporated throughout the project site, such as on the sides of the proposed parking structures. Project Description A medium density, mixed-use development with some aff ordability 126 Design Concepts - Team 8 Legend Protected Bike Lanes Project Site Solar Panels 0’ 50’ 100’ N I, II, III...Building Heights III IIIIII III III IV II III III III IV III IV III III IV II I I IV III IV II IV IV IVIII I IV Budd Ave.Winchester Blvd. Nido Dr. VTA Affordable Housing Safeway Theater Community Garden Nursery Pedestrian Plaza St. Lucy’s Parish Rooftop Private Space Station Structure Figure 4.8.1. Illustrative Site Plan 127 Design Concepts - Team 8 Design and Proposed Elements Winton sets out to promote/maintain Campbell’s image, off er a range of aff ordable housing options, create a pedestrian-friendly and multimodal circulation system, and foster an environmentally friendly development. From these goals, was a list of aligned objectives. Winton’s design was created with these ideas in mind, implementing speciﬁ c elements to address each objective. :LQFK H VW HU %O Y G %XG G $ Y H Figure 4.8.2. Land Use Massing Model Legend - Land Use Colors Residential - Medium Density Residential - High Density Residential - Commercial Office Public Facility Plaza / Open Space Parking Facility 128 Design Concepts - Team 8 Figure 4.8.3. Perspective View of main plaza on the west side of Winchester 129 Design Concepts - Team 8 Design and Proposed Elements Multimodal & Pedestrian Circulation: Winchester Junction strives to create a community that integrates Winchester station with a multimodal and pedestrian-friendly area. To create an enticing and walkable area for pedestrians, a station structure will be added at the Winchester Platform to provide shade and directly guide pedestrians towards the commercial mixed-use development which extends across Winchester Boulevard and into our main pedestrian plaza. The Winchester light rail station is one of the top priorities, and the proposed development centers around the station being an active area to increase transit ridership, as well as generate revenue for the transit operations. Additionally, on the west side of Winchester Blvd., there are two new pedestrian and auto shared streets to prioritize pedestrian right-of-way, as well as protected bike lanes along Winchester Blvd. for bikeability. Figure 4.8.4. Winchester Avenue Section 1 Figure 4.8.5. Winchester Avenue Section 2 130 Design Concepts - Team 8 Figure 4.8.6. Circulation Map P P P P Vehicular Roadway Bicycle Lane P Parking Parking Entrance Pedestrian Circulation Open Space Project Boundary L¦Ä Shared Road Bus Circulation Rail Circulation 131 Housing Options: The proposed development has a lot of high-density mixed-use, with commercial residential and offi ce residential mix. There will be medium- and high-density housing options, as well as aff ordable housing at Winchester station. The medium-density housing will off er townhomes, and the high-density housing will be apartments. The medium-density residential is planned for 35 du/ acre with 20% aff ordable housing, the high-density is 55 du/acre with 30% aff ordable housing, and both our commercial and offi ce mixed-use are 45 du/acre with 35% and 30% aff ordable housing respectively. The total build-out for our site is 9.06 acres, giving us 332 residential units. The development has a range of building heights from one story to four stories, with a hierarchy of development through land use and building height. Sustainability: Through its design, Winchester Junction will ensure that all its buildings are LEED certiﬁ ed. Most buildings will have solar panels on the top ﬂ oor. All open spaces will include permeable paver to reduce the impact from runoff . Winchester Blvd will have bioswales along it to both protect bikers and provide a ﬁ ltration system to help mitigate excess runoff . The community garden incorporated in the site will help protect Campbell’s biodiversity. Figure 4.8.7. Perspective View of the community garden / nursery on the East side of Winchester Blvd Design Concepts - Team 8 132 • Short-Term 5-year Implementation • All development on the East side of Winchester • Station Platform • Mixed-Use Aff ordable Housing Residential/Commercial • Reimagined Nursery • Community garden • Mixed-Use Offi ce/Residential • Mixed-Use Commercial/Residential • Parking structure on corner • Western side of Winchester Blvd. • Plaza lined with Mixed-Use Residential/Commercial development • Attached building with Offi ce/Residential • Movie Theater/Arcade at end of plaza • Safeway Mixed-Use Residential/Commercial on Western side of Winchester Blvd. • • Long-Term 10-year Implementation • Townhomes adjacent to Nido Dr. • Mixed-Use Offi ce/Residential on Western side of Winchester Blvd. • North and South parking structures on Western side of Winchester Blvd. • Southern Mixed-Use Commercial/Residential and High-density Residential on Western side of Winchester Blvd. Phasing Design Concepts - Team 8 133 Figure 4.8.8. Phasing Map Legend Phase 1 Phase 2 Design Concepts - Team 8 Page Left Blank Intentionally 134 135 Bloomberg. (February 6, 2016). Some Bike Infrastructure is Worse than None at All. Retrieved April 8, 2022 from https://www.bloomberg.com/news/articles/2016-02-05/study-sharrows-might- be-more-dangerous-to-cyclists-than-having-no-bike-infrastructure. City of Campbell. (2015, February 17). General Plan. City of Campbell. Retrieved April 4, 2022 from https://canvas.calpoly.edu/courses/74181/ﬁ les/6980233?module_item_id=1987227. City of Campbell. (February 17, 2015). General Plan Housing Element. Retrieved March 28, 2022 from https://www.campbellca.gov/DocumentCenter/View/2664/General-Plan-2015. City of Campbell. (2015). The City of Campbell General Plan. City of Campbell. (2017, March). Zoning Map. City of Campbell. Retrieved April 4, 2022 from https://canvas.calpoly.edu/courses/74181/ﬁ les/6980235?module_item_id=1987231. City of Campbell. (1993). Streetscape Standards. Retrieved March 30, 2022, from https://www. campbellca.gov/DocumentCenter/View/168/Streetscape-Standards City of Campbell. (2009, February 17). Winchester Boulevard Master Plan. City of Campbell. Retrieved April 4, 2022 from https://canvas.calpoly.edu/courses/74181/ﬁ les/6980237?module_ item_id=1987233. City of Denver. (2014). Transit oriented Denver: Transit oriented development strategic plan. Retrieved from https://www.denvergov.org/content/dam/denvergov/Portals/193/documents/ TOD_Plan/TOD_Strategic_Plan_FINAL.pdf Community Plan Steering Committee. (2020, August 13). Santa Clara County Community Plan to End Homelessness 2020-2025. Retrieved on March 30, 2022, from https://housingtoolkit.sccgov. org/sites/g/ﬁ les/exjcpb501/ﬁ les/CommunityPlan_2020.pdf. Envision Campbell General Plan Update. (n.d.). Housing Element FAQ. Retrieved March 30, 2022 from https://campbell.generalplan.org/housing-element-faq. Federal Transit Administration. Trends in Transit Oriented Development. (2016). Retrieved April 11, 2022, from https://www.transit.dot.gov/funding/funding-ﬁ nance-resources/transit-oriented- development/ftareportno0050 Maciag, M. (2021, June 14). Vehicle Ownership in U.S. Cities Data and Map. Governing. Retrieved 2014, from https://www.governing.com/archive/car-ownership-numbers-of-vehicles-by-city-map. html Objective Standards Raimi + Associates. City of Campbell. (2020). Retrieved March 31, 2022, from https://www.ci.campbell.ca.us/DocumentCenter/View/17476/20201124---PC-Presentation- Final Objective Standards. City of Campbell. (2020). Retrieved March 31, 2022, from https://www. campbellca.gov/1174/Objective-Standards Santa Clara Valley Transportation Authority. (2019, November 14). Transit Oriented Development Policy. City of Campbell; Santa Clara County. Santa Clara Valley Transportation Authority. (2022, January 19). Winchester Station Transit- Oriented Development Project - Community Meeting. Campbell; Santa Clara County. Santa Clara Vally Transportation Authority. (2022, January 19). Winchester Station Area Visioning Project Presentation. Campbell; Santa Clara County. References 136 References U.S. Department of Housing and Urban Development. (2008). Better Coordination of Transportation and Housing Programs to Promote Aff ordable Housing Near Transit. HUD Offi ce of Policy and Research Development. Retrieved April 11, 2022, from https://www.huduser.gov/ portal/publications/commdevl/transport_and_hsg.html VTA. (2019). Transit oriented development policy. Valley Transit Authority. Retrieved April 11, 2022, from https://www.vta.org/sites/default/ﬁ les/2020-03/Transit-Oriented%20 Development%20Policy%20%20-%20VTA%20Board%20Adopted%2012.05.2019%20 Accessible%20%281%29.pdf Winchester Boulevard. Walk Score. (2022). Retrieved April 8, 2022, from https://www.walkscore. com/score/winchester-blvd-campbell-ca-95008 Page Left Blank Intentionally Cal Poly San Luis Obispo City and Regional Planning CRP 341 Urban Design Studio III June 2022 Team 1 Statistics Medium Density Total Residential Units: 540 Commercial SQFT: 114,436 Office SQFT: 0 Total SQFT of Development: 795,444 Total Parking Spaces: 1,483 FAR: 1.15 MostlyAffordablePrimarily Housing Team 2 Statistics HighDensity Winchester Sta. Winchester Blvd Total Residential Units: 926 Commercial SQFT: 121658.12 Office SQFT: 31608.91 Total SQFT of Development: 992310 Total Parking Spaces: 2035 FAR: 1.3 MostlyAffordableMixed Use Team 3 Statistics High Density II II II II II II V V V V V V V V V V V V III III III III III III VI VI VI VI I V Winchester Blvd.Nido Dr. Budd Ave. Legend Building StoriesIII P Parking0’ 50’100’150’250’N P P P P P St. Lucy’sParish Safeway Nursery Outside Nursery Total Residential Units: 870 Commercial SQFT: 246,400 Office SQFT: 55,775 Total SQFT of Development: 1,197,880 Total Parking Spaces: 2,456 Some AffordabilityMixed Use Team 4 Statistics Medium Density Total Residential Units: 617 Commercial SQFT: 195,272 Office SQFT: 19,500 Total SQFT of Development: 695,297 Total Parking Spaces: 1,617 FAR: 1.249 Some AffordabilityPrimarily Housing Team 5 Statistics High Density Total Residential Units: 1,139 Commercial SQFT: 214,282 Office SQFT: 49,118 Total SQFT of Development: 1,542,646 Total Parking Spaces: 1,475 FAR: 2.16 Mostly AffordableMixed Use Team 6 Statistics HighDensity Total Residential Units: 913 Commercial SQFT: 154,486 Office SQFT: 0 Total SQFT Development: 1,500,869 Total Parking Spaces: 1,833 FAR: 1.51 Some AffordabilityPrimarily Housing Legend - Land Use Colors Residential - Medium Density Residential - High Density Residential - Commercial Office Public Facility Plaza / Open Space Parking Facility Team 7 Statistics Medium Density P P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 II III III II II II II IV IV IV III III IV III III II III III III IVI IV IV A A’ B B’ Winchester Boulevard Budd Avenue St. Lucy’s Parish VTA Affordable Housing Lightrail Loading Dock Nido Drive Movie Theater Safeway + Parking Warbler Court Playground + Community Garden Daycare Legend Site Boundary II IIIIV,,Number of Stories N 0’50’200’ P Total Residential Units: 504 Commercial SQFT: 165,213 Office SQFT: 60,055 Total SQFT of Development: 991,137 Total Parking Spaces: 855 FAR: 1.03 Mostly AffordableMixed Use Team 8 Statistics Medium Density Total Residential Units: 572 Commercial SQFT: 176,890 Offi ce SQFT: 193,790 Total SQFT of Development: 941,646 Total Parking Spaces: 2,125 FAR: 1.35 Some Aff ordabilityMixed Use VISION PLAN DOWNTOWN CAMPBELL Spring 2022 FUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPTFUTURE CONCEPT DRAFT Table of Contents DRAFT B-2 The Civic Commons Executive Summary Introduction This design concept focuses on the three blocks between Civic Center Drive and Orchard City Drive, named the Civic Commons. The Civic Commons will be the reimagined heart of Campbell, where Central Avenue connects the VTA (Valley Transportation Authority) Station to the open Civic Center Plaza. The revamped plaza will have a public building with opportunities for community events, an art center, flexible green spaces, and an interactive play area for both residents and visitors. Central Avenue will be transformed into a pe- destrian plaza connecting the Civic Center Plaza to the VTA Station. The plan will actively enhance pedestrian amenities and create vibrant pedestrian corridors throughout Central Avenue – connecting Civic Center Drive to Orchard City Drive. To encourage active transportation to the site, a bikeway will be implemented on Orchard City Drive. The historic character of the Civic Commons will be main- tained through the method of adaptive re-use of existing buildings deemed landmarks, historic district properties, and structures of merit. New businesses and future housing development will utilize these historic properties to maintain the character of Downtown Campbell. The reimagined Civic Commons has three new zones that make up the schematic plan: I. The Civic Commons Center II. The Central Avenue Promenade III. Orchard City Plaza Each zone was developed to provide a unique set of services: the Civic Commons Center concentrates public/government functions and offers a civic square plaza with renovated green space for public events, and a fully pedestrianized space that connects the civic center to Downtown and the VTA station; the Central Avenue Promenade features a continuous façade of adaptively reused buildings to create a dynamic vibrant “Central Ave” with the complete removal of sidewalks for a fully pedestrianized space that connects the civic commons to Downtown; Orchard City Plaza serves as a unique arrival point for residents and visitors coming from the Downtown VTA station. Woven together by carefully considered circulation and streetscapes, the application throughout downtown of com- mon design types for five elements namely: historic preser- vation, signage, connectivity, and accessibility which offers a cohesive urban design concept. The investigative and design work was completed in three phases of visioning in the span of 10 weeks: Phase One: Site and Context Assessment (over three weeks) to execute site assessment, document analysis, surveys of community and businesses, interviews, and a SWOT analysis and map. Phase Two: Concept Design Plans (over three weeks) specific to each of the three zones that consider the already existing buildings, facades, circulation, landmarks, urban furniture, and other elements unique to each zone. Phase Three: Project Development and Vision Plan (over four weeks) outlining a phased design and strategic development within each zone and developing design elements connect- ing and integrating zones with a cohesive street system with pedestrian safety in mind, design guidelines for overall devel- opment, and established implementation goals for 5, 15, and 30 years in the future. Downtown Campbell Vision Plan DRAFT B-3 Downtown Campbell Vision Plan Context Assessment Case Studies Location: Strøget in Copenhagen, Denmark Strøget was converted into a pedestrian only street by remov- ing all traffic, curbs, and sidewalks from the street. This street provides an axis to the City Center which includes City Hall Square and City Hall Tower. The street includes mixed land uses, including residential and commercial spaces. The street includes sidewalk cafes, restaurants, and attractions such as the City Hall Square. The street is also walkable from Copenha- gen Central Station, making it an easy destination for visitors and residents alike. Figure 1: Before and After of Stroget DRAFT B-4 Downtown Campbell Vision Plan Location: Anderston Station in Glasgow, Scotland The public art project “Waterworks” by Gabriella Marcella was installed in Anderston Station and converted into a colorful public space. This space has become a much more vibrant, colorful, and welcoming public space to bring life to the sta- tion area. This is an example of revitalizing and activating an underutilized public space through asphalt art projects. Figure 2 Anderston Station prior to mural insallation Figure 3 : Anderston Station after mural installationDRAFT B-5 Downtown Campbell Vision Plan Location: Civic Arts Center in Thousand Oaks, California The Thousand Oaks Civic Center Plaza was designed to be a regional performing arts and civic center for Conejo Valley Area. The civic center hosts art events and other amenities to draw in residents and visitors alike; this provides ample opportunities to expand arts, cultural, and entertainment programming on the site. The plaza activates the public realm and frames a central Town Square for the city. Figure 4: Thousand Oaks Civic Center Plaza Space Figure 5: Multiple public spaces DRAFT B-6 Downtown Campbell Vision Plan Zone 1: Civic Commons Schematic Design Goals and Key Objectives DRAFT B-7 Downtown Campbell Vision Plan Circulation and Street Types Both the East Campbell Avenue Corridor and Civic Center Drive between North First Street and Harrison Avenue will be a pedestrian street along with a class one bike lane. East Campbell Avenue will include parklets, so that restaurants and other businesses to use them. There will be no car travel allowed in the Civic Center Block, Central Avenue Promenade and East Campbell Avenue Corridor. Street furnishing, ascent pavement and shading structures throughout East Campbell Avenue will create a pedestrian friendly environment. Overall Schematic Strategic Develop- ment Plan and Design The plan is driven by these design objectives and goals: I. An enhanced and unified public realm by expanding pe- destrian plaza space by incorporating more natural and local plant elements, consistent architectural elements, transform Downtown Campbell to be pedestrian oriented. II. A diversified downtown experience by introducing activi- ties that will engage the community. This includes program- ming to better integrate the civic center with downtown, street furniture, sculpture and art in the civic center park, standardized designs and guidelines for parklets, alleyway activation, and a variety of commercial uses. III. A community identity that is emphasized by connecting the past and present through authentic placemaking of historic character. This can be achieved through enhancing historical downtown gateways, the water tower, and consis- tent public art through signage and murals. Vision The vision of the Civic Center Block is to create an enhanced & unified public realm, by increasing green space, plazas, and public amenities. These key design goals aim to improve the landscaping of the area, through increasing the number of street trees, garden elements, green space connectivity, shade pergolas, and permeable pavers. The remodeled city hall will include additional building space meant to host events and other programming activities. The Civic Center Block will pro- mote a visual connection to the Central Avenue Promenade. Another key objective of the Civic Center Block will be adding wayfinding elements that will emphasize key historic sites and public amenities. DRAFT B-8 Downtown Campbell Vision Plan Civic Commons Implementation Process Phasing Within the first five years, Campbell City’s Library will com- plete its remodeling process. The crosswalk between E Campbell Ave & N Central Avenue will include intricate paving pattern and painting. The closure of Central Avenue between Civic Center Drive and E Campbell Avenue will occur, this will be the start of the Central Avenue Promenade construction process. E Campbell Avenue will have a permanent parklet program between N First Street and Harrison Avenue. E Campbell Avenue will have a bicycle lane installed. There will be wayfinding elements such as signs that are able to grab the attention of visitors and residents to the nearby commer- cial attractions, historic places, and the Civic Center area. Between ten to fifteen years, Campbell City’s Hall will be ren- ovated and include a separate public building meant to host public events. The floor above ratio (FAR) will be increased to accommodate the addition of 2-3 floors, which will be des- ignated as mixed use/housing. Gateways that introduce the Central Avenue Promenade, E Campbell Avenue Corridor and Civic Center Block to the residents & visitors will be installed. The Central Avenue Promenade will complete its construction process. The final implementation phase, between fifteen to thirty years, will complete the remodel of Civic Center Block. The following public amenities will be in place: plaza, active play area, art sculpture park, and expanded green space in Orchard Green area. Ainsley Park expansion will be completed with the addition of a mini plaza place, along with a gateway that will highlight its existence. E Campbell Avenue between N First Street and Harrison Avenue will be pedestrianized, along with Civic Center Drive. There will be a stacked parking structure on the Civic Center Block near Grant Street and Harrison Avenue, that will provide parking for employees and visitors. DRAFT B-9 Downtown Campbell Vision Plan Distribution and Proposed Land Use Central Avenue Mix Corridor intends to be an activated pedes- trian promenade and gateway promoting a visual connection to the Civic Center Block. Central Avenue will be closed off between E Campbell Avenue and Civic Center Drive creating a pedestrian only promenade space. A gateway signage will be installed between E Campbell Avenue and Central Avenue, indicating to visitors that they’re entering the Promenade area. One of the design elements will be to include street furniture for visitors to enjoy while eating their meal from the local restaurants in the area. The two blocks surrounding Cen- tral Avenue between East Campbell Avenue and Civic Center Drive will be rezoned as “Mixed-Use”. Which will allow a variety of commercial, and housing uses. East Campbell Avenue will provide a diversified downtown pedestrian experience that promotes engagement and activates the downtown core. One of the key design elements involves maintaining the genuine and authentic character of the existing historic structures. There will be an enhanced gateway to the Ainsley Park expansion, which involves increasing the green space in Ainsley Park, including an additional plaza space. East Campbell Avenue provides op- portunities to have a consistent public art presence, through installing public art pieces such murals, sculptures, etc. Pedes- trian safety elements such as signalized crosswalks, paving patterns, and street lighting will be included. Parklets will be located along East Campbell Avenue, allowing businesses to utilize these outdoor spaces for their customers. Zone 2: The Central Avenue Promenade Zoning Civic Center Block is currently comprised of Institutional zoning. There will be no revisions for this section of the Civic Commons area. The existing zoning for East Campbell Avenue Corridor and Central Avenue Promenade is central commercial. The proposed zoning change will be mixed-use, where commercial storefronts will be located on the first floor, office or housing will be on the second and third floors. With revisions to the Floor-Above-Ratio (FAR) to accommodate the additional floors. The overall goal for these mixed-use zoning is to address the need for housing and have additional oppor- tunities for small businesses to locate over there. DRAFT B-10 Vision The Downtown Center will be the reimagined heart of Camp- bell – a vital open Civic Center Plaza connecting the Orchard Green to the VTA Station. The plan will actively enhance pedestrian amenities and create vibrant pedestrian corridors throughout Central Avenue connecting Civic Center Drive to Orchard City Drive. Orchard City Drive at this site will be transformed into a pedestrian plaza space with a Class IV separated bikeway to the south of the space. The bikeway is an extension from the west section of Orchard City Drive. The pedestrian plaza will be an arrival space for those who come off light rail and will hopefully become a favorable destination to visit. Downtown Campbell Vision Plan The historic character of Downtown Campbell will be main- tained through the method of adaptive re-use of existing buildings deemed as landmarks, historic district properties, and structures of merit. Such buildings include the Farmer’s Union Packing House, Schrader Building and the Grower’s National Bank building. The Farmer’s Union Packing House is a building officially deemed historic, however the Schrader Building and bank building are called for their historic and unique architecture. This architecture is important to maintain in the downtown area as community members who partici- pated in the survey made mention of their fervent desire for the character. The newly constructed mixed-use buildings will be built of similar designs. As the character is important to residents and visitors of Downtown Campbell, Civic Commons will ensure that histor- ical elements are integrated throughout the area. Installing larger versions of plaques and banners will allow visitors to identify the previously mentioned historic properties more easily. As new buildings are constructed, plaques will be a vital component to highlight the past while moving into the future. What is now Downtown Campbell’s VTA light rail station, it was once the railroad station back in the 1880s when Campbell was an important rail center. To reflect on the history of the station, the Campbell Museums Director offered great ideas to include historical photos from the VTA from the 1800s. The before and after images will inform people of the rich history Campbell has. From the current VTA station and throughout the Civic Commons site, wayfinding to historic sites will also be a critical component in highlighting the past into the present. DRAFT B-11 Downtown Campbell Vision Plan Public art is another important aspect of the site. Murals will occupy the empty wall space of buildings. A unique area to put the murals will be in the alleyways of the mixed-use buildings. Street art or unique pavement will also be a distinct way to implement public art to create a clear line of the pe- destrian only space. As the pedestrian plaza space on Orchard City Drive will serve the downtown with a new space, this is a wonderful opportunity to place an art piece in the center of the plaza. This art piece may acknowledge the Native Ameri- can lands, seasonal/migrant workers from Mexico, Japan and the Midwest, or the city’s roots in canning. The city has historic roots that should be reflected in the downtown in a unique way for people to admire. Central Avenue Promenade Implementa-tion Process Phasing (5 years - 15 years - 30 years) The 5-year plan focuses on short term goals that enhance the already existing infrastructure and additions to better the pedestrian experience. There will be revised land use codes to include wider mixed-use developments throughout the Downtown Center. This will allow for up to 2-3 story devel- opment in the Downtown Center. Improved plaques and historic visibility for buildings with historic merit for business- es will improve the historic context of Downtown. Pedestrian enhancements such as signalized crosswalks, accent place- ments, and benches will be added. The temporary closure of the downtown section of Central Avenue using bollards will be the start to pedestrianizing the Downtown area. DRAFT B-12 The 15-year plan focuses on long term goals that expand upon permanently pedestrianizing the Civic Commons. Along with the closure of roads in the downtown area, there will be public parking structures established to help regulate car access to the pedestrian space. There will be a Public Mar- ket established to the west of the light rail to diversify the commercial opportunities for Campbell residents. A block of Central Avenue and E. Campbell (from 1st St. To Railway Ave.) will be fully pedestrianized with paving patterns and public art. There will be enhanced civic programming in the civic plaza to connect the civic block to downtown. The 30-year plan focuses on long term visions and objectives that will help establish a new city center that will be a destina- tion for residents and visitors alike. Downtown Campbell Vision Plan Distribution and Proposed Land Uses The southern section of the Civic Commons will be occu- pied mostly by mixed-use. The first floor will be occupied with commercial space including retail and restaurants. It is envisioned that the restaurants located on Orchard City Drive and South-Central Avenue will utilize the pedestrian plaza for outdoor seating. This will create a regularly active plaza and encourage visitors to support the local economy. The retail stores will also benefit from the new construction of building frontages close to the public right of way. Retail shops with their doors open will encourage pedestrians to browse the shops and support small business owners. The maximum height of buildings in this area is three stories. On the second and third floors of the mixed-use buildings will be a variety of studio, one-bedroom, or two-bedroom apartments. As these residences are less than a quarter mile from the light rail station, parking will be provided offsite. This will not only maintain the pedestrian friendly atmosphere but will encourage residents to utilize the light rail to commute elsewhere through the region. On each block, the residents will be provided with a private courtyard. This private space was seen as important as the rest of their surroundings will be an active public space. As seen in cities abroad, a glimpse of these private courtyards from the public streets through an alleyway creates a unique walking experience for pedestrians exploring the area. DRAFT B-13 Downtown Campbell Vision Plan DRAFT B-14 Title Heading SubHeading Paragraph Subcaption Downtown Campbell Vision Plan B-14 Downtown Campbell Vision Plan The Cannery Building will be reconstructed to be a Public Market for residents and visitors alike. This marketplace will provide the downtown with what they once were lack- ing, groceries. The Public Market will provide those living downtown with a place to shop and to dine. Cities across the country and the world have provided inspiration for this space such as the Reading Terminal Market in Philadelphia, Pennsylvania. This public market offers produce, meat, cheese, wine, flowers, and food vendors selling deli sandwiches and desserts. The Cannery Building shares space with the Water Tower Park which will be improved to provide more active play space for children. As the Public Market is envisioned to occupy outdoor seating and green space for patrons to use, it may become a popular destination for people throughout the city with the encouragement of light rail use. Zoning The current zoning of the VTA Station Connection site includes areas of Planned Development, Central Business Dis- trict, and Historic Preservation Overlay. The Cannery Building is zoned as Planned Development which provides opportuni- ty to develop any use that is determined to be consistent with the General Plan. The Public Market will then be transformed to be part of the Central Business District. The rest of the Civic Commons site is designated as a Central Business District Zone. The Central Business District Zone is applied only to the heart of the city in the downtown. The existing zoning designation allows promotion of ground floor retail use and residential uses on upper floors. Circulation and Street Types The Civic Commons will be a unique axis to and from the Civic Center and the VTA Station. The site is entirely pedestrian only besides the southern portion of Orchard City Drive which will be partially occupied by a Class IV Bikeway. This bikeway is an extension from the proposed design of the group working on the west side of the downtown. To accommodate pedestrians on the site, pavement and street art will delineate the start and end of the pedestrian plaza away from vehicles. Street furniture such as tables, chairs, and benches will be scattered throughout the plaza for people to utilize. Restaurants will have private patio space in the plaza to separate the public and private use. Shading from street trees and shade structures will also be a critical component of the pedestrian amenities provided. The vast space that the pedestrian plaza on Orchard City Drive occupies, this shading will be vital to maintain a comfortable atmosphere for people to relax throughout all hours of the day. DRAFT B-2 Downtown Campbell Vision Plan DRAFT B-3Branching Out of Downtown Promoting the downtown core’s enhancements along East Campbell Ave Executive Summary The Branching Out of Downtown plan will create a connected Downtown where Campbell residents and visitors can enjoy a network of intimate outdoor environments and comfortable multi-modal access to landmarks such as Campbell Park, the Pruneyard, and the proposed Civic Commons and Orchard develop- ment. This plan area encompasses the West Downtown Campbell blocks between Winchester Blvd and 1st Street and the Pruneyard corridor on E. Campbell Ave- nue between CA-17 and Railway Avenue (see Map 1). The concept designs in this plan aim to bolster connec- tivity between the Pruneyard to Downtown Campbell and foster a cohesive and lively Downtown destination for all. New active transportation infrastructure lined with sustainable landscaping will encourage residents to bike and walk throughout the region and a mix of commercial and residential uses will give new social and economic vitality to the area --all while preserving and highlighting the small-town charm that makes Campbell special. Through a 30-year phased imple- mentation, the Branching Out of Downtown plan will solidify downtown as a Silicon Valley destination and attract residents from all over the greater Bay Area. With infrastructure to support active transportation, commerce, and social connection Downtown’s live- liness and vitality will branch out to the entirety of Orchard City. Downtown Campbell Vision Plan DRAFT B-4 Downtown Campbell Vision Plan Vision statement The Downtown Extension area will provide a safe, comfortable, and appealing environment for both visitors and Campbell’s community. Through diverse mixed-uses, the corridor will prioritize people while celebrating Campbell’s small-town character. To do this, the CRP 553 team has organized efforts around 3 main goals and subsequent objectives. Goal 1: Highly Connected – An extension of the Civic Commons plan area that prioritizes access and mobility throughout downtown and integration between uses. Goal 2: People Oriented Streets - Streets designed to facilitate social and economic life in a human-scale environment. Goal 3:Visually Attractive – A Downtown Extension beautified with art and urban design that highlights the old and new of Campbell. Map 1: Downtown Campbell Project Areas DRAFT B-5Schematic Strategic Development Plan Land use and zoning The Branching out of Downtown area plan is envisioned as a primarily mixed-use zone with diverse uses and amenities to serve both Campbell residents and visitors. The eastern Pruneyard corridor section includes land uses that complement the Downtown core area and Civic Commons. These business types will be different than the downtown core to provide diverse economic activity for the region. Instead of retail stores, restaurants, and boutiques, this area will offer services, grocery options, and office space. Public parking lots will be available in the rear of these lots, behind the building fronts.The West Downtown Campbell area will include a mix of commercial, residential, and public spaces. In this area, there will continue to be dining and retail on the ground floors, while new office and residential spaces occupy the upper levels. A new downtown hotel will be introduced at the intersection of Civic Center and 1st street, providing visitors with an intimate experience in Downtown Campbell. This location will allow them to explore the downtown area within a short walking distance. Underused and vacant parking lots along East Campbell Avenue will be transformed into pedestrian-centered public spaces. Public parking will be clustered in parking structures located on the north and south edges of Civic Center Drive and Orchard City Drive. Downtown Campbell Vision Plan Branching Out of Downtown Land Use Map. Source: MCRP StudentDRAFT B-6 Public spaces The Downtown Extension plan will include a variety of public spaces to serve visitors and residents of Campbell, contributing to all three vision statement goals: high connectivity, people-oriented streets, and visual appeal. Food truck plaza Location: parking lot on E. Campbell Avenue between First Street and Second Street The plaza will bring activity to an underutilized parking lot located on the E. Campbell Corridor. There is an opportunity in downtown Campbell for more uses that bring vitality during both daytime and nighttime hours. The food trucks would serve office lunch breaks, downtown nightlife, and community festivities. By providing space for food trucks, this plaza supports businesses that are transitioning from the Orchard incubator kitchens to traditional brick and mortar restaurants. Aesthetics: The plaza will display public art on the adjacent walls as well as the ground pavement (figure x). Harnessing the creativity of local artists will transform this drab parking lot into an energetic gathering space. Planter boxes and/or trees will add shade and visual appeal. Elements: The plaza will include a variety of elements to make the space hospitable and enjoyable. Movable furniture will allow the space to be programmed for Downtown Campbell Vision Plan Figure 1.1 Current Conditions. Source : google maps Figure 1.4 Overhead string lighting Source: https://www.pps.org/article/streetlights Figure 1.5 Movable Seating. Source: https://dailyhive.com/vancouver/vancou-ver-art-gallery-plaza-opens-redesign-photos Figure 1.3 Example of ground mural in Reno, Nevada. Source: Mike Higdon Figure 1.2 Proposed Food Truck Plaza. Source: generated by MCRP student, 2022DRAFT B-7a variety of events. Additionally, movable furniture accommodates different individuals uses and preferences when populating the space. An outdoor stage will bring in live music and performances for entertainment. Lighting will come from overhead string lights and additional streetlights at the E. Campbell Ave and back parking lot entrances. Five parking spaces for food trucks will be provided with connections to power. Public Garden Location: Parking lot between E. Campbell and Orchard City Drive, between Second and Third Street. Purpose: The garden will provide green space downtown for residents and tourists to visit, eat lunch, sit, read, and use as they please. Additionally, the garden is located adjacent to Villa Ragusa, a formal venue space. The garden will provide much needed outdoor space for wedding photos, evening receptions, and mingling space for business conventions. The garden contributes to the goal for downtown connectivity by providing support for other uses, such as venue space, business events, and the proposed downtown hotel (discussed in the following section) while helping to beautify the area. Aesthetics: The entrance to the garden will be denoted by a mural archway which is visioned to display characteristics of Campbell’s heritage such as orchard imagery. The building walls on either side present opportunity for additional murals and living walls of vegetation. Shade will be provided by both trees and canopy structures. Elements: The garden will include seating dispersed throughout in the form of benches. There will be a water feature centrally located. A variety of trees will provide shade and the landscaping will follow standards in the Water Efficient Landscape Guidelines of 2015. Pedestrian paths will weave between landscape elements. Downtown Campbell Vision Plan Figure 1.9 Mural archway from downtown SLO, CA.Source: https://www.slocity.org/Home/Components/News/News/7314/ Figure 1.10 Living wall example. Source: https://grist.org/article/2011-09-12-the-largest-outdoor-green-wall-in-north-america/ Figure 1.7 Curent Conditions. Source: google Maps Figure 1.8 Proposed Public Garden. Source: generated by MCRP student, 2022 Figure 1.6 Outdoor stage example from Charleston U.K. Source: https://www.wallpaper.com/architecture/charleston-outdoor-stageDRAFT B-8 Light rail business park Location: Northern corner of E. Campbell and Civic Center Drive. Purpose: The park will serve office workers and employees in the mixed-use buildings along E. Campbell Avenue east of downtown. The space provides an outdoor setting for lunches, gatherings, and breaks. Aesthetics: Greenery and foliage will be incorporated in the space with seating and shade for users. Elements: picnic tables will populate the space. A water feature will add tranquility while plants and trees will contribute to the calming atmosphere. Downtown Campbell Vision Plan Figure 1.13 Example of office park. Source: https://www.sandiegouniontribune.com/business/growth-development/sd-fi-kilroy-office-restaurant-florence-20190313-story.html Figure 1.12 Proposed light rail business park. Source: Generated by MCRP student, 2022 Figure 1.11 Current conditions. Source: google maps DRAFT B-9 Public Art A variety of locations were identified as needing public art in the downtown vicinity. The below map shows all candidate locations for public art, represented in pink. Examples of possible art additions include murals, sculptures, interactive works, and painted ground treatments. Downtown Campbell Vision Plan Figure 1.15 Pruneyard corridor candidate public art locations. Source: generated by MCRP student, 2022 Figure 1.14 West downtown candidate public art locations. Source: generated by MCRP student, 2022DRAFT B-10 Downtown Hotel The downtown hotel will serve a unique role in Campbell. Unlike those located on E. Campbell Ave towards the Pruneyard, this hotel is not simply to add more hospitality space for the city. Alternatively, this hotel will tie into the downtown vitality and support other land uses in the immediate vicinity. Examples of this style of hotel include Hotel SLO in San Luis Obispo, CA and the Holbrooke Hotel in Grass Valley, CA (Figure 1.16 and 1.17). These hotels are in towns of similar size and character as Campbell and contain restaurants and retail to service the downtown area. For Campbell, this hotel will provide lodging for events at the Villa Ragusa such as weddings and business conventions. If the City of Campbell is going to serve as the headquarters for businesses working in the greater Silicon Valley, there needs to be downtown lodging and upscale dining and cocktail options for social hours, business meetings, and professional networking. The hotel will house ground floor commercial and dining establishments. Additionally, a rooftop restaurant and cocktail lounge will provide an outdoor setting with views of the water tower and downtown. Conference rooms will provide space for business meetings while larger business events and conferences will be encouraged to be located at Villa Ragusa or other local venue space. The downtown hotel will all support tourism for the city, stimulating the economy for downtown businesses. Within walking distance of E. Campbell Ave, the hotel will align the people orientation and vibrant public realm goals for the future of Campbell. The hotel will provide visitors with parking in an underground parking garage so as not to negatively impact the downtown parking capacity. Downtown Campbell Vision Plan Figure 1.16 Hotel SLO – San Luis Obispo, CA. Source: https://socalpulse.com/socal/socal-getaway/slo-ups-the-luxe-san-luis-obis-po-getaway/ Figure 1.17 Holbrooke Hotel – Grass Valley, CA. DRAFT B-11Circulation The guiding principle for the circulation of Downtown Campbell is the prioritization of multimodal access creating a movement away from the heavy reliance on personal automobiles, which gives way to pedestrians, bikes, and public transportation. This movement towards multimodal access will make the city more sustainable, improve livability, and promote health. Multimodal trips will be prioritized over automobile trips, and car trips exclusively commuting through downtown will be reduced. Local vehicle access shall be maintained for those who need to use it such as for those who are disabled, but multimodal forms shall be incentivized for those who are more able bodied. This shall enhance safety and comfort in the downtown area, especially for pedestrians and cyclists. An overview map of circulation has been provided below for visualization. Car circulation To facilitate more multimodal access and dramatically increase pedestrian space in downtown Campbell there will be a rerouting of traffic. Vehicle access to downtown parking garages will be maintained. Car traffic will be pushed away from Civic Center Drive, E Campbell Ave, and Orchard City Dr towards Grant Ave through N 3rd St and Harrison Ave. These roads shall be expanded to two lanes each way for a total of four lanes. The downtown core loop of Civic Center Drive, E Campbell Ave, and Orchard City Dr will have one-way lanes for vehicles. Coming from the east for those three streets, car access will end at N Central Ave to accommodate pedestrian spaces. The rest of East Campbell Ave will be one lane each way outside the inner loop area. Access to downtown will come from three main access points E Campbell Ave from the East and West, and Railway Ave from the South. The majority of cars will get to downtown from these streets, however, there will be additional access from 1st, 2nd, 3rd, and 4th St from the South, along with N Central Ave, 1st, 2nd, and 3rd St from the North. Downtown Campbell Vision Plan Figure 2.1 Comprehensive Circulation Map. Source : generated by MCRP student, 2022 Figure 2.2 Street section of Grant St., Harrison Ave, N 3rd St (59ft width). Source: generated by MCRP student, 2022DRAFT B-12 Multimodal circulation The Downtown Extension has its foundation in a multimodal shared-use path. This path runs along East Campbell Ave from Bascom Ave to Community Center Drive, where the Campbell Community Center is located. This path will run on the south side of the road with a tree and vegetation buffer, leaving cars to run along the northern side of E Campbell Ave. The first branch off the main path along E Campbell Ave will be located at Campbell Park on Gilman Ave. This branch will lead through Campbell Park to the Los Gatos Creek Trail, connecting the main multimodal thoroughfare to the existing creek trail system. This will help improve connectivity to Campbell through multimodal transportation. The second branch will be West of Gilman Ave along a new pedestrian and bike path, which will create access to The Orchard. The third and fourth branches will be located along Civic Center Drive promoting access to the Civic Center and Orchard City Drive promoting access to the Civic Commons. This branch will be the same design and construction as the main path and will alleviate multimodal congestion in the downtown core area along E Campbell Ave. Another important component of this circulation plan includes pedestrian improvements such as crosswalk improvements, beautification, and additions to ensure safe pedestrian crossings in the downtown area. The East side gateway will have a pedestrian scramble crossing that will create a safer and more efficient crossing opportunity for pedestrians. This will be the main connection unifying the entire downtown area from the Civic Center all the way to Campbell Park. There will also be a crosswalk that will connect the VTA Station and The Orchard as well. All these connections create access to anchor points within downtown at the Community Center, Civic Center, VTA Station, Orchard, and Pruneyard. Bicycle and pedestrian infrastructure We propose a multi-modal greenway that will serve as gateways to Downtown Campbell on the West and East ends. This will be a 2-way multi-modal path and a pedestrian walkway, separated from the road by a tree-lined median. It will transition into a buffered 2-way bicycle lane along E. Campbell Ave through the heart of Downtown. Class IV buffered bicycle lanes that will run throughout the Downtown Campbell area will enhance connectivity and safety for non-motorists. Bicycle corrals and e-bike stations shall replace on-street parking spaces adjacent to central downtown intersections to provide ample bicycle parking. Class IV bicycle lanes will run on Civic Center Drive and Orchard City Drive with plant and tree buffers separating cyclists from the street. Downtown Campbell Vision Plan Figure 2.5 On-street bike corral design San Francisco. Source: “Diamonds on Divis” Bike Parking Mural, San Francisco SFTA Figure 2.4 Proposed Multi-modal path circulation at intersection of 3rd Street and East Campebell Ave. Source: Generated by MCRP student, 2022 Figure 2.3 Proposed Multi-modal path circulation at intersection of 3rd Street and East Campebell Ave. Source: Generated by MCRP student, 2022DRAFT B-13 Location: West Downtown Campbell Gateway between Winchester Blvd and 3rd street All pedestrian crosswalks and sidewalks along E. Campbell Avenue shall be designed to prioritize pedestrian safety and walkability within the Downtown extension area. All crosswalks in Downtown will have brick or stone paving and include street art at the center that celebrates Campbell’s Orchard City identity. This design serves as a traffic calming measure while creating a sense of place with public art. All crosswalks will be raised and flush with sidewalks to accommodate persons of all abilities and ages. The edges of highly trafficked crossings in Downtown and large intersections will have retroreflectors and lit bollards to warn drivers of pedestrian and bike presence. All sidewalk widths will be expanded, up to 15 feet in some areas to facilitate social activity and a lively public realm. Pedestrian wayfinding signage will be installed at key activity nodes and access points (e.g by parking structures) to direct visitors to Downtown businesses and amenities and inform about travel times and distances. Location: 2nd street & E. Campbell Avenue intersection Downtown Campbell Vision Plan Figure 2.7 Current conditions. Source: google maps Figure 2.9 Current conditions. Source : Google maps Figure 2.8 Proposed multi-modal pathway design. Source: generated by MCRP student, 2022 Figure 2.6 Class IV bike lane in Philadelphia. Source: “Diamonds on Divis” Bike Parking Mural, San Francisco SFTA DRAFT B-14 Downtown Campbell Vision Plan Figure 2.10 Proposed crosswalk design. Source: generated by MCRP student, 2022 DRAFT B-15Built Form Development Building Heights and Setbacks In the next 20 years, the Downtown Extension area is envisioned to densify and include mixed-use buildings ranging from 3-7 stories with architectural style and design that is compatible with the Downtown core area. East Downtown Extension Buildings along E. Campbell Avenue on the east will be built up to a maximum of 7 stories, or 90 feet. Buildings shall have no setbacks from the sidewalk on E. Campbell Avenue for the first two stories. Every two subsequent stories shall have a 15-foot setback. All building fronts in this section shall face E. Campbell Avenue. West Downtown Extension Buildings in this area will be built up to a maximum of 4 stories, or 65 feet. Buildings facing E. Campbell Avenue shall have a maximum of 5 feet setbacks from the sidewalk. Stories above 35 feet shall be setback 10 feet from the sidewalk to create space for rooftop terraces or balconies. Buildings on the corners of key intersections on E. Campbell Ave --1st street, 2nd street, and 3rd street-- shall have a minimum of 25 feet and maximum 30 feet setbacks from the street. Entryways and building frontages of corner buildings shall face toward the intersection to provide space for seating and pedestrian activity and create a lively pedestrian and public atmosphere. The ground floors for all mixed-use buildings in the Downtown Extension will be open and inviting to the street. Building frontages shall include windows, shade canopies, and varying visual breaks to encourage interesting facades. Architectural Style The architectural palette of buildings in the Downtown Extension area will be consistent with the existing style in the Downtown core. Designs will include arched windows and archways, and classical embellished features that embody the historical character of Campbell. This palette is exemplified by the Schrader Building in Downtown Campbell. Figure 3: Architectural style examples. (Top left) Mixed-use building 218 E. Campbell Ave, (Top right) Schrader Building, (Bottom Center) mixed-use building model in Mill Valley. Source: Google maps; https:// www.rofo.com/Mill-Valley/505-Miller-Ave.html Downtown Campbell Vision Plan Figure 3.1 & 3.2 Existing Historic Buildings in Downtown Campbell. Source : Google Earth Figure 3.3 Example of potential historic mixed-use. Source: Google EarthDRAFT B-16 Parklet Design and Guidelines The following guidelines are adapted from the City of San Francisco Parklet Manual and the City of Santa Barbara Parklet Guidelines. Overhead Structures – Overhead shade and roof structures are highly encouraged in parklet design (City of San Francisco, 2020). The height requirement for overhead structures is 84 inches (Figure x). The structure should not cause visual obstruction to motorists (City of San Francisco, 2020). Additionally, the structure should provide protection from weather, making the space usable year-round. Side Buffer - The side buffer creates a sense of a parklet “edge”. The height of the side buffer shall be at least 17” in height (figure x). These buffers can be railings, cabling, planters, or other visual separations (City of San Francisco, 2020). Outer Buffer – All parklets must have a “back” or outer buffer as protection and separation from the street. The vehicular traffic side should have a barrier height of 36-42” (City of San Francisco, 2020). Approved barrier materials include wrought iron and vertical wood paneling with a top railing (City of Santa Barbara, 2021). The “back” of the parklet is highly visible from across the street. Therefore, adding color, patterns, or plants to the blank side of the parklet can increase aesthetic appeal (City of San Francisco, 2020). ADA/Sidewalk Extension – Parklets should visually extend the sidewalk horizontally. The parklet platform should be flush with the sidewalk with horizontal and vertical separations of no more than ½ ” (City of San Francisco, 2020). Ramps will be required for any vertical separation between ¼” and ½” (City of San Francisco, 2020). The parklet must provide an accessible path of 48” wide that connects the sidewalk, wheelchair turning space, and wheelchair resting space (City of San Francisco, 2020). Materials – Platforms should be constructed out of wood (City of Santa Barbara, 2021). Platform surface should be skid proof (City of San Francisco, 2020). For side and outer buffers, painted or stained wood, wrought iron, terracotta or concrete pots and planters are all acceptable (City of Santa Barbara, 2021). Elements/ Amenities – Parklets should include seating (a mixture of movable and non-movable), lighting, and planters. Parklets utilize the public realm and should be welcoming for all. Landscaping Trees will line the entirety of E. Campbell Avenue to provide adequate shade canopy, cooling, and visual appeal. There will be a minimum of three trees every 30-50 ft for the entire street. Landscaping will continue to use existing California native and drought resistant tree species such as those grown in the Our Downtown Campbell Vision Plan Figure 3.4 Parklet enclosure design. Source: City of San Francisco Parklet Manual Figure 3.5 Parklet relation to sidewalk. Source: City of San Francisco Parklet ManualDRAFT B-17City Forest Nursery. At the West Downtown Campbell Gateway, canopy trees will be planted on the median to serve as a buffer between the multi-modal pathway and the road. Drought tolerant and low-maintenance shrubs will also line the bike lanes along Civic Center Drive and Orchard City Drive. Downtown Campbell Vision Plan Figure 3.6: Example plant pallet for bikeway and median buffers. Left to right: Foothill sedge, Trident maple, Autumn blaze maple. Source: https://www.ourcity-forest.org/nursery-species DRAFT B-18 Downtown Campbell Vision Plan DRAFT B-19Phasing & Implementation timeline Phase 1: 0-5 years Phase goals: • Construct a policy and circulation framework to support end vision • Temporary closures to program future permanent pedestrian and bicycle spaces Land Use & Development: • Rezone the downtown extension area to mixed use. Hotel site on 1st street and Civic Center Drive will remain zoned for C-3 (Central Business District). • Program parking lots that will be closed and converted into public spaces • Advertise need for local artists for variety of public art projects for downtown. Food truck plaza light rail business park public garden • Implement parklet design program • Plant street trees along Pruneyard corridor and along E. Campbell Avenue Circulation: • Close Orchard City Drive for pedestrian plaza between 1st St and Railway Ave • Make E Campbell Ave and Civic Center Dr one-way headed eastwards • Create bike lane through E Campbell Ave from 3rd street to 2nd street • Establish centralized bike parking through bike parklet program • Add additional EV parking to 2nd Street Parking Garage • Incentivize parking in parking garage by phasing out parking along both sides on E. Campbell Ave Downtown Campbell Vision Plan DRAFT B-20 Phase 2: 5-15 years Phase goals: • Construction begins to increase downtown density • Implement downtown bike infrastructure Land Use & Development: • Increase in density Downtown. Construction will begin on six buildings along E. Campbell and 1st and 2nd St to begin transition from 1 floor to 3-4 floors to increase downtown residential space. • Incentivize developers for the construction of the Downtown Hotel and Pruneyard Corridor mixed use development through expedited permitting and reduced fees. • Installation of public art projects is in process. (see public art candidate locations map) • Construct Orchard City Drive Parking Garage with EV Parking Circulation: • Close Civic Center Dr and E Campbell Ave for pedestrian plaza between 1st St and Railway Ave • Paint downtown crosswalks, add bollards and safety lighting • Remove on-street parking along the north and south sides of East Campbell Ave. heading through the corridor, and add a buffer lane between bikers and drivers that will act as a parking lane • Use paint to mark off 2 car lanes along the East Campbell Ave Pruneyard Corridor and pilot integration of a greenway • Use paint to mark off 3 car lanes along the Western Downtown Gateway and pilot integration of greenway/entrance promenade • Completely reroute traffic to Grant St, Harrison Ave, N 3rd St • Expand overall bike lane network throughout downtown, Civic Center Dr., and Orchard City Dr using painted lanes Downtown Campbell Vision Plan DRAFT B-21Phase 3: Plan completion 15-30 years Phase goals: • Buildout of major circulation and pedestrian infrastructure • Complete new development construction and increased downtown density • Permanent programming of new public spaces Land Use & Development: • Construction of 6 story mixed-used development along the north side of the Pruneyard Corridor • Parking lots for public food truck plaza, light rail business park, and public garden will be permanently closed and converted to public spaces • Construction and opening of Downtown Hotel • Completion of public art projects at all candidate locations Circulation: • Permanently close car lanes on E. Campbell Ave in the Pruneyard Corridor and from Winchester to 3rd St • Begin construction of permanent greenway along East Campbell Ave Pruneyard Corridor and Western Gateway Corridor • Sidewalk expansions in Downtown and Pruneyard corridor • Repave and raise all pedestrian crosswalks and pedestrian scramble at Railway Ave intersection Downtown Campbell Vision Plan DRAFT B-22 Downtown Campbell Vision Plan DRAFT B-23Development Strategy Pruneyard Corridor Zone Buildout In the next 20 years, the Pruneyard corridor is envisioned as being an area that has embraced the expansion of the Downtown Core. This area will be anchored by two 6-story mixed-use developments that will provide retail, office, and residential spaces that will increase the economic and social vitality of the Eastern Downtown Campbell Gateway. Location: East Campbell Ave. Corridor heading towards the Pruneyard Downtown Campbell Vision Plan Figure 5.1 Curent Conditions. Source: Google Earth Figure 5.2 Proposed Buildout. Source: generated by MCRP student, 2022DRAFT B-24 The buildout, although phased, will result in the addition of 756,332 sq. ft of new development. The top two stories, highlighted in yellow, will serve as residences. A total of 500 apartment units will be added, 204 of which are planned to be affordable using the affordable housing calculations and ordinances provided by the city of Campbell. Apartment units in this area will come in the form of studio, 1 bedroom, 2 bed affordable housing calculations and ordinances provided by the city of Campbell. Apartments residences in this area will come in the form of studio, 1-bedroom, 2-bedroom, and 3-bedroom units. Residences will account for 425,000 total sq.ft, or 56% of the total gross square footage planned for development in the area. The third and fourth stories will serve as office space that houses up and coming tech companies and can serve as additional space for a variety of companies looking to locate near The Orchard and Civic Commons. Office space will account for 202,686 total sq.ft or 27% of the total gross square footage planned for development. The first floor will serve as retail space, and priority will be given to current downtown region merchants, or merchants located elsewhere in Campbell. Approximately 67,562 square feet of retail space will be developed, making up 9% of the total gross square footage planned for development. Both developments will be supplemented with 2-story parking garages placed behind their spaces. This will result in the construction of 204 parking spaces, some of which will be allotted as public parking for visitors who wish to visit retail spaces or Downtown Campbell’s core. Downtown Campbell Vision Plan Table 5.1 Pruneyard Corridor Proposed Buildout.Source: generated by MCRP student, 2022DRAFT B-25West Downtown Core Zone Buildout To meet the growing demands of housing in the City of Campbell, and the downtown region, six buildings in West Downtown have been identified as having potential for future buildout. Buildout will come in the form of adding two stories of residential spaces on top of six existing structures, resulting in the structures becoming three-stories tall. While the second story will match the square-footage of the first story, the third story will feature a frontage setback of 15 feet. Location: East Campbell Ave, between First and Second street – Looking Eastwards The buildout of the core will occur incrementally, over Downtown Campbell Vision Plan Figure 5.3 Current Conditions. Source: Google Earth Figure 5.4 Proposed Buildout. Source: generated by MCRP student, 2022DRAFT B-26 a 15-year period and will follow new developments within the Civic Commons. Upon full completion, a total of 58 apartment units will be added to the West Downtown core area. Of these units, 17 would be affordable to low-income and very-low-income households. Units will be in the form of studio, 1 bedroom, and 2-bedroom apartments. The residences will result in an additional 46,000 square feet being added to the West Downtown core region. 204 of which are planned to be affordable using the affordable housing calculations and ordinances provided by the city of Campbell. No specific parking for the developments is planned to be provided, but the median parking lane featured along East Campbell Ave may serve as parking for tenants if needed. Additionally, a section of the new parking garage could be designated as tenant parking if needed. Case Studies Downtown Campbell Vision Plan Table 5.2 West Downtown Proposed Buildout.Source: generated by MCRP student, 2022DRAFT B-27 Case Study #1 – Urban Design in Greenwich Village, NYC, NY Greenwich Village is a neighborhood of New York City recognized for its urban design. Lush with green urban tree canopy, and cozy with its narrow streets, it acts as a perfect case study for Campbell. Campbell is in a position to densify and making sure this is done in an attractive and successful way will be necessary. Greenwich Village is one of the oldest neighborhoods in the United States. Beginning as part of the Dutch colony, the neighborhood later became a haven for progressive ideas and lifestyles. The area is recognized as being one of the most attractive places to live, visit, and explore in the NYC area. Incorporating design principles and efforts from Greenwich Village could benefit Campbell by attracting people from the Silicon Valley region and creating a more livable space as the population continues to grow. Some of the qualities that attract people to the area are greenspace, transportation opportunities, and walkability. One aspect of Greenwich Village that makes replication of these design principles challenging is the fact that this area has hundreds of years of urban design trials and efforts ahead of Campbell. Currently, there are two transportation systems that are fully used in the area, the PATH, and the MTA Subway. The total stops in the neighborhood equal nine stations between the two systems. Median Income for an individual is almost $120,000, and there are about 73,000 inhabitants per square mile in terms of population density. All to say, they have a lot of money and a lot of people. Key Takeaways for Campbell Understanding what to learn from Greenwich village requires understanding the important things that the area has done for the last few hundred years. One thing that Campbell has already done that they will need to continue to preserve as they move forward is the small town and community feel. Greenwich Village has preserved its energy and vibe over the years, ensuring that it remains an area attractive to all people. The second aspect of Greenwich Village that Campbell has started but needs to continue is the creation and preservation of green canopy cover. This layer makes the area attractive to all who are in its presence and something that goes unnoticed until it’s not there. Campbell needs to plant trees that will be fully grown in 25 to 100 years. The tree canopies will help make Campbell a nice place to live and be. However, until these trees are fully grown, other stopgaps will need to be created to ensure that a full canopy cover serves the existing residents and visitors. Additional aspects of Greenwich Village that Campbell can learn from are the various transportation opportunities. For starters, newly constructed bike lanes were added in the last five years. This builds off the active transportation infrastructure such as wide sidewalks, which lend highly to walkability. This walkability is particularly easy to have since mixed use zoning is incorporated to ensure there are a variety of businesses within walking distance from all residential units in the area. Lastly, a huge public transit system exists just below street level. The PATH connects the neighborhood to both Midtown Manhattan and New Jersey, where the MTA Subway connects the neighborhood to all of NYC. Lastly, the buildings all fall in a height range of 3-6 stories. This is an ideal range since setbacks are not required, yet there is still room for some natural light and a sense of community. Case Study #2 – Arlington/ Rosslyn Ballston Corridor in Arlington, VA Downtown Campbell Vision Plan Figure 6.1 Greenwich Village, NYC. Source: https://www.nytimes.com/2020/07/15/realestate/west-village-nycDRAFT B-28 The Rosslyn-Ballston Corridor in Arlington, Virginia is a successful example of densification and growth through transit-oriented development, while preserving the existing neighborhoods. Over the past 50 years it has transformed its suburban, auto-centric neighborhoods into 7 mixed used, walkable village neighborhoods anchored by Metro stations along the 2.5-mile corridor. The Metro Orange Line that runs through the corridor was originally planned to follow highway 166, which would bypass the commercial areas along the Rosslyn-Ballston corridor. The Arlington County Board led efforts to move the Metro Orange Line underneath the existing commercial corridor and focus growth only in areas immediately adjacent to the metro stations while leaving the surrounding single-family neighborhoods alone. The County developed distinct sector plans for each of the 5 different station areas. Clarendon station and its surrounding urban village is a great example that can be applied to Campbell. The Clarendon sector plan has set guidelines and policies that coordinate land use and transportation planning but also dictates building masses and height limits, density, building frontages, facades, and setbacks. Height limits are imposed so low- density neighborhoods aren’t overshadowed by high- rises. Instead, the scale and integrity of low-density residential neighborhoods is preserved, and higher density tapers up from neighborhoods toward the corridor’s core. Most sites are restricted to 7 stories or less. It is a mixed-use village anchored by the Crossing Clarendon, a shopping and retail center next to the Metro Station. It contains about 10% office space, 58% retail, and 28% residential space. Complete street design was implemented to accommodate all users; bike lanes on Clarendon and Wilson Blvd connect to nearby Metro stations. There was a 23% decline in motor vehicles from 1996 to 2012, and the non- automobile mode share is 47%. The corridor generates 33% of the county tax base on only 8% of county land. Key Takeaways for Campbell The Rosslyn-Ballston Corridor exemplifies how a transit-oriented development that integrates land use and transportation planning can create walkable, mixed-use corridors to serve as a destination for residents and visitors. The challenges that Arlington County faced are similar to what Campbell faces now: a desire for new growth while maintaining the existing character of its residential neighborhoods. The VTA station downtown and light rail line present an opportunity for Campbell to look toward densification through TOD strategies. Increasing density along E. Campbell Ave and near the VTA, implementing design guidelines for buildings facing the corridor, and integrating the VTA station with compatible land uses may allow Campbell to look towards future growth while keeping its small town neighborhood character intact. Case Study #3 – Dearborn Street, Chicago, IL Chicago’s Department of Transportation redesigned Dearborn Street, which was originally a busy north-south thoroughfare with three vehicle travel lanes. Now it has two vehicle travel lanes and a barrier protected two-way cycle track. With the election of Raymond Emanuel, bike lanes became a priority of the city with a plan to create 100 miles of protected bike lanes within four years of his election. Chicago’s Streets for Cycling Plan 2020 proposed the development of a 645-mile bikeway network throughout the city. Downtown Campbell Vision Plan Subcaption Figure 6.2 Arlington/Rosslyn Ballston Corridor in Arlington, VA. Source: Arlington-VA.com Figure 6.3 Arlington/Rosslyn Ballston Corridor in Arlington, VA. Source: CNU.orgDRAFT B-29 Key Takeaways for Campbell Similar to downtown Campbell, Chicago also had two one-way streets that went opposite directions, Dearborn Street and Clark Street. Dearborn St emerged as the preferred corridor based on several factors, including roadway width, average daily traffic counts, vehicles per hour, and rush hour traffic patterns. Similar criteria can be used to pick which street should prioritize development in Campbell, Civic Center Drive or Orchard City Drive. The CDOT staff also preferred the bike path to be separated from traffic, so they used parked cars as a barrier to the moving traffic, which is something that could be down on E Campbell Ave. The also used temporary materials to treat the redesign as a pilot program, which had flexibility to adjust the design. From east to west, the new street section includes an 8’ parking lane, two 10’ vehicle travel lanes, an 8’ parking lane that becomes a 9’-10’ left-turn bay at intersections, a 3’ buffer, a 4’ northbound bike lane, and a 5’ southbound contraflow bike lane. The buffer is striped with a 6” solid diagonal white line and includes reflective bollards. Case Study #4 – Downtown Greenway, Baton Rouge, LA The Downtown Greenway in Baton Rouge, Louisiana is a 2.75-mile pedestrian and bicycling corridor that links inner city neighborhoods and other downtown development districts to parks, businesses, and cultural attractions within the downtown core. The project is broken up into sections. The first completed section features a separated 10’ urban bicycle path, a 5’ pedestrian garden path, median crossings, seating areas, lighting, sculpture, water fountains, bicycle Downtown Campbell Vision Plan Figure 6.4 & 6.5 Dearborn Street Before and After. Source: Google Earth Before After DRAFT B-30 racks, and lush landscaping. Thousands of plants were installed and highlight the beautiful oaks along the boulevard. Water fountains, benches, and bike racks are provided, as well as exercise equipment and signage. The design also incorporates aspects of green infrastructure by promoting stormwater management, climate adaptation, and enhanced air quality. Previously, the strip sat an unused traffic median with no walkable or bikeable attributes. Inspiration was drawn from the famous New York City Highline. The city of Baton Rouge wanted to develop and support a new active transportation system that could allow residents and visitors to explore the downtown region. Through various stakeholder, community, and design firm meetings, they settled on the Greenway Concept. Staff, residents, and downtown merchants agreed that it could serve to be an economic stimulant, spur new investments and redevelopment in the city’s core, and strengthen workforce opportunities by providing an alternative transportation source. Smaller corridors throughout the Greenway are planned and designed to fit streets of various sizes. Relative to success, the Greenway has received overwhelmingly positive support and is used daily by residents of all ages. Although staged as a multi-year plan, the project in total is expected to cost $6,000,000. However, the city has received $3,000,000 in grant funding, and believes the benefits to the environment, physical health of residents, and stimulation to the downtown will offset the cost. Key Takeaways for Campbell The Downtown Greenway has shown how streets can be reimagined as beautifully lush and open spaces that cater to pedestrians and bikers. It has maintained the feel of Downtown Baton Rouge, while providing infrastructure for residents to freely travel throughout the downtown district by bike and foot. Ultimately, upon its full completion, the Downtown Greenway will serve to harmonize the integration of multiple modes of transport within the downtown community.Campbell’s Downtown, particularly, the East Campbell Ave. corridor connects the core to the Pruneyard, in a similar position to improve the pedestrian and biker experience while retaining distinct small-town character. The corridor, which currently serves as a 4-lane two-way road could be integrated with an active transportation focused greenway. The greenway could strengthen the pedestrian connection to the Pruneyard, provide a new community staple that helps to attract visitors and businesses, and provide residents with the ability to explore downtown like never before. Aside from this, the greenway could stimulate economic vitality along the corridor, encourage travel to Campbell’s green spaces and downtown landmarks, and heighten Campbell’s unique small-town aspects. Downtown Campbell Vision Plan Figure 6.6 & 6.7 Baton Rouge Greenway. Source: downtownbatonrouge.org/DRAFT B-31 Downtown Campbell Vision Plan Figure 6.6 & 6.7 Baton Rouge Greenway. Source: downtownbatonrouge.org/DRAFT B-32 References APA. (2021). Clarendon-Wilson Corridor: Arlington, Virginia. https://www.planning.org/greatplaces/streets/2008/clarendonwilson.htmCity of Boulder Community Vitality. (2018). Downtown Boulder Retail/ Vibrancy Study. https://bouldercolorado.gov/media/1265/download?inlineCity of Boulder. (2019). Revenue Report – December 2019. https://bouldercolorado.gov/sites/default/files/2021-02/december2019revenuereport-1-202002201455.pdfCity of Boulder. (n.d.). City of Boulder Zoning. https://boulder.maps.arcgis.com/apps/InteractiveLegend/index.html?appid=4db951c3abf7403c94558defbe9c00c8City of Boulder. (n.d.). Pearl Street Mall. https://bouldercolorado.gov/locations/pearl-street- mallCity of San Francisco. (2020) San Francisco Parklet Manual. http://groundplaysf.org/wp-content/uploads/San-Francisco-Parklet-Manual.pdf City of Santa Barbara. (2021). City of Santa Barbara Parklet Guidelines. https://www.santabarbaraca.gov/civicax/filebank/blobdload.aspx?blobid=228126CNU. (2017). Rosslyn-Ballston Corridor. https://www.cnu.org/what-we-do/build-great-places/rosslyn-ballston-corridorDowntown Development District. (2010). Downtown Greenway Feasibility & Cost Study. https://downtownbatonrouge.org/uploads/docs/DDD-Feasibility-and-Cost-Study.pdfDowntown Development District. (n.d.). Downtown Greenway Overview https://www.planning.org/greatplaces/spaces/2015/pearlstreetmall.htmDuffy, Robert J. “Arlington County’s Smart Growth Journey, Rosslyn Ballston Corridor --Implementing the General Land Use Plan.” Maryland-National Capital Park and Planning Commission. Retrieved from: https://www.mncppc.org/DocumentCenter/View/9199/Article-on-Arlington-County-SGJRB-Corridor-9-18 Hall Kaplan, S. (2012, April 11). In Greenwich Village: A Case for a Planning Landmark, or, Simply, a Dash of Nostalgia. Planetizen.Long Island Index. (2019). Large Community Case Study: Rosslyn-Ballston Corridor, Arlington, VA. http://www.longislandindex.org/data_posts/large-community-case-study-rosslyn-ballston-corridor-arlington-va/Nachman-Hunt, Nancy. (2002). Pearl Street Mall wasn’t instant hit among merchants. Boulder County Business Report, 21(13). http://ezproxy.lib.calpoly.edu/login?url=https://www.proquest.com/trade-journals/pearl-street- mall-wasnt-instant-hit-among/docview/221219686/se-2?accountid=10362New York City Department of City Planning. (2010). Total Population by Mutually Exclusive Race and Hispanic Origin. New York City Department of City Planning. https://www1.nyc.gov/assets/ planning/download/pdf/data-maps/nyc-population/ census2010/t_pl_p3a_nta.pdf Re:Streets. (n.d.). Case Studies. https://www.restreets. org/case-studies/pearl-street- pedestrian-mall U.S EPA. (2013). Downtown Greenway, Baton Rouge Louisiana. https://19january2017snapshot.epa. gov/sites/production/files/2014-02/documents/ batonrouge-high.pdf Downtown Campbell Vision Plan DRAFT B-33 Downtown Campbell Vision Plan DRAFT C-2 The Orchard A Place To Put Down Roots and Grow Overview Vision The Orchard is envisioned as an ecosystem for innovation; optimizing its strategic location to attract and support a diverse community of residents, visitors, and entrepreneurs. Through the introduction of office and business incubation spaces, dense and affordable housing, and improved connections to Campbell’s Light Rail Station and Park, The Orchard will house a surplus of community destinations for patrons to enjoyably connect and share ideas with one another. With strategic transit-oriented development, well-designed mixed-use establishments, and a strong sense of place, The Orchard will be a highly desirable place to work, live, and play. The vision for The Orchard is guided by four main goals: 1. Activate the space with start-ups, business incubators, micro-retail, and outdoor amenities. 2. Introduce high density, affordable housing. 3. Enhance the frontage to Los Gatos Creek Trail and Campbell Park. 4. Facilitate multi-modal connectivity within The Orchard and to nearby destinations. Downtown Campbell Vision Plan Land Use & Circulation Map Figure 1: The Orchard MapDRAFT C-3 Introduction The Orchard is a place for innovation, opportunity, and new beginnings. By prioritizing business diversity, affordable housing, pedestrian-friendly corridors, outdoor spaces, and public art, The Orchard will make the City of Campbell an attractive and accessible place for businesses, families, and individuals to put roots down and grow. The Orchard will have a strong sense of place that celebrates the agricultural beginnings of the City, while also establishing itself as an attractive hub for new economic and residential growth. Situated between several of the City’s greatest existing amenities, such as the VTA light rail station, historic Downtown Campbell, Campbell Park, and Los Gatos Creek Trail, The Orchard is well-positioned to seamlessly bridge the gap between popular community destinations with creative mixed-use development. As The Orchard grows into a hub of its own, strong multi- modal circulation and connectivity with surrounding areas will be a central component of making the area accessible without causing traffic congestion. While this new district will be a hotbed for economic development, it also presents an opportunity for human-centered placemaking that celebrates the small-town character and community values of the City. The Orchard will become more than just a place to work or live, it will utilize Renaissance- inspired design features such as ample outdoor seating, art installations, and small-scale commercial establishments to transform into a desirable and enjoyable place to spend time. Environmental Context The Orchard is neighbored by a fantastic natural resource, Los Gatos Creek, which passes through the City of Campbell as it flows 24 miles from the Santa Cruz Mountains through Santa Clara Valley and into the Guadalupe River in downtown San Jose. Los Gatos Creek is bordered by riparian habitat and a pedestrian and bicycle path. The riparian ecosystem offers habitat for native plants and animals to exist and thrive within a highly urbanized area and the pedestrian and bicycle path offers space for community members to connect with nature, get exercise, and commute to nearby destinations. The Orchard recognizes the importance of Los Gatos Creek as critical natural habitat and Los Gatos Creek Trail as a key community asset for recreation and active transportation. As such, The Orchard aims to increase environmental awareness, appreciation, and stewardship of the region’s riparian corridor through increased public access, education, and volunteerism along Los Gatos Creek Trail. We anticipate the relationship between The Orchard and Los Gatos Creek to evolve and grow over time, but as The Orchard establishes its roots, it will begin this effort through the following early strategies: Additional Access Points: Two new trail access points, which are mentioned in greater detail later in the report, will be added at strategic locations to make it easier for community members to access and take advantage of Los Gatos Creek Trail. Downtown Campbell Vision Plan Figure 2: Three main areas in The Orchard with new proposed pedestrian connections (in red)DRAFT C-4 Interpretive Signage: Educational interpretive signage shall be installed near entrances to and along Los Gatos Creek Trail to increase environmental awareness, appreciation, and stewardship of the region’s riparian ecosystems. Figrue 3: Okun Fieldhouse Mural Project, Johnson County Kansas (source: Johnson County Arts and Heritage Center, n.d.) Riparian Art: Riparian themed art installations like murals and sculptures shall be installed in highly visible areas to draw attention to and celebrate the plants and animals that depend on a healthy Los Gatos Creek. Native Plant Landscaping: Landscaping throughout The Orchard will prioritize appropriate native plant species to increase habitat for native species, facilitate drought and climate resilience, and improve the aesthetic of the area. Any non-native plants used will be confirmed as not invasive to avoid any possibility of disturbance to nearby habitats. Volunteerism: The Orchard will host monthly volunteer opportunities such as invasive species removal, trash cleanups, water quality monitoring, and native plant planting events for community members to give back to their local environment. The Orchard will collaborate and partner with existing caretakers of Los Gatos Creek to ensure that volunteer opportunities are ecologically appropriate and supportive of current restoration efforts. These partners may include but are not limited to Valley Water Authority, City of Campbell Parks and Recreation, and Santa Clara County Parks. Environmental Mitigation: On-site restoration of Los Gatos Creek will be considered and prioritized when planning any environmental mitigation measures required to offset environmental impacts associated with the development of The Orchard. Innovation Hub Design Vision To transform and activate currently underutilized space into a thriving hub for economic, commercial, and community activity through the use of office and production space supported by diverse micro-retail. Objectives of the Innovation Hub include: 1. Create office, manufacturing, and production spaces to serve the needs of start-ups and business incubators. 2. Create micro-retail space for small businesses to provide goods and services to people who visit, live, and work in The Orchard. 3. Create outdoor, public spaces such as seating, plazas, courtyards, corridors, and art to bring vitality and activity to The Orchard. 4. Design pedestrian corridors to facilitate connectivity to The Orchard from the light rail station, Downtown Campbell, Los Gatos Creek Trail, and nearby residential housing. 5. Establish a strong sense of place through the use of public art and fruit trees that celebrates “The Orchard City” theme. Figure 4: Economic Development in the Innovation Hub. We propose an incubator space that can provide local businesses with an affordable workspace in order to meet their demands and eventually establish themselves in the area and continue to bring in revenue for the community. Rather than designing for affordability, we propose the use of shared workspaces. This has the added benefits of conglomeration and circulation of ideas that are essential for the Innovation Ecosystem design. Downtown Campbell Vision Plan DRAFT C-5The Innovation Hub Planning Area Figure 5: Innovation Hub Map Build-out Table Total Buildable Space in Innovation Hub Lot Size (sqft) Building Footprint 100% Maximum Height 50 ft (4 stories) Proposed Usage by Floor First Floor Commercial (coffee shops, cafes, gyms/yoga studios, breweries, etc.) Production and manufacturing (shared kitchens, workshops) Second Floor Office (incubators, co-working spaces) Production and manufacturing Third Floor Office Production and manufacturing Fourth Floor Office Downtown Campbell Vision Plan Cross Section View Dillon Ave (approximately 50 ft width without setbacks) Figure 6: Proposed Streetscape (source: streetmix) Sam Cava Lane into Gilman Ave (approximately 50 ft width without setbacks) Figure 7: Proposed Streetscape (source: streetscape)DRAFT C-6 Outdoor Gathering Spaces VTA Pedestrian Plaza Use of brick pavement to provide cohesion to adjacent pedestrian corridors and plazas along E Campbell Ave Streetlights on the corner of E Campbell Avenue for safety and wayfinding to the VTA station and the Orchard Path. Permanent seating such as benches and outdoor tables for patrons waiting for their train to arrive. Public art shade structures along the Plaza, focusing on areas with ample outdoor seating. The Orchard Path Use of permanent pedestrian infrastructure such as benches, tables, and shade structures to provide public outdoor seating areas. Encourage ground floor commercial businesses to create parklet-style spaces in business frontages to activate the space. Interactive public art commissioned by local artists that honor historical aspects of Campbell. Artists should coordinate with Campbell Historical Museum for ideas. Figure 10: Proposed Orchard Path, a new connection to seemlessly connect the VTA station, Downtown Campbell, and Campbell Park Dillon Ave. Pedestrian Corridor Impermanent pedestrian infrastructure for the main corridor such as movable seating and planters. Permanent outdoor seating and parklets along the building entrances to service small scale commercial businesses and provide outdoor break seating for offices and incubators. Downtown Campbell Vision Plan Design Elements The Innovation Hub will prioritize a safe and enjoyable pedestrian experience through the following design elements: Building Design Locate active commercial uses on the ground floor of buildings along pedestrian corridors. Provide inviting and highly visible entryways to ground floor commercial uses along pedestrian corridors. Integrate 6 ft setbacks every 30 ft for the ground floor along pedestrian corridors to break up the facade. Setbacks can be used as portico or vestibule entrances to the building. Design for an “interior street” with elements including balconies, Oriel windows, arches and spandrels, and other captivating facade elements that improve pedestrian experience. Figure 8: Buildings with Balconies in Taormina, Italy (source: R. I. Lloyd, n.d.) Encourage buildings around shared courtyards between and behind buildings, producing benefits such as increased natural airflow, additional space for greenery, and workplace attraction. Figure 9: Shared Courtyard (source: unknown)DRAFT C-7Streetscape The Orchard Path Figure 11: Proposed Streetscape along The Orchard Path 6ft setbacks for every floor lining the Path, open space to be used as balconies. Plant plum trees along the Path to pay homage to Campbell’s canning history. Fruit trees can be used as an opportunity to host community events around blooming season and harvesting season. Cobblestone pavement provides comfort for pedestrians while remaining accessible for ADA pedestrians. Installation of public amenities such as occasional benches, trash cans, bicycle parking, planters Use of comfortable lighting through the path such as string lights, lighted art sculptures, soft lighting under seating or along path. Should be consistent with adjacent pedestrian plazas. Dillon Ave. Corridor 25 ft pedestrian/ service vehicle only corridor on Dillon Ave. 8 ft of permanent outdoor seating spaces along both sides of Dillon Ave for food retail or permanent public seating. Figure 12: Street scene in Bamberg, Germany (source: Renee McMahon, 2017) Patterned cobblestone pavement to provide comfort for pedestrians while maintaining access for service vehicles, as well as establishing a strong sense of place. Figure 13: Inspiration for cobblestone design. Strøget, Copenhagen, Denmark (source: Erik Hageman, n.d.) Installation of shade structures and street trees throughout to mitigate the urban heat effect. Install interactive art and murals that celebrate the community, history, and agricultural beginnings of the City of Campbell. Installation of public amenities such as occasional benches, ample street lighting trash cans, bicycle parking, planters. Sam Cava Lane into Gilman Ave. Minimum of 50% of street parking dedicated to green spaces or pop-up parks, including native species planters and street trees. Use of shade structures along sidewalks, with emphasis on street corners and entrances to crosswalks. Figure 14: Shade structure in San Luis ObispoFigure 15: Pop-up park in Washington D.C. (source: Jeonghyun Kim, 2015) Downtown Campbell Vision Plan DRAFT C-8 Wayfinding Signage that encourages easy navigation to key destinations both within and to destinations surrounding the Innovation Hub. Directs pedestrians to VTA station, Downtown, Campbell Park, Los Gatos Trail, and the public parking structure. Directs pedestrians to small commercial businesses within the Innovation Hub and Parkside Frontage. Signage will incorporate all modes of transportation along each respective corridor. Attractive maps for pedestrians. Clearly place directional signs for bicyclists. Figure 16: Bicyclist wayfinding in Adelaide, Australia (source: studiobinocular) Landscaping Heritage Trees: Plant plum trees (Prunus domestica) should be used in order to pay homage to Campbell’s canning history. Fruit trees can be used as an opportunity to host community events around blooming season and harvesting season. Fruit trees also provide shading for pedestrians and helps to mitigate urban heat island effect. Native Plant Species: In areas that are not landscaped with heritage fruit trees, appropriate native plant species shall be planted to improve the aesthetic of the area and increase habitat for native wildlife without requiring significant irrigation. Figure 17:Plum trees blossoming in San Francisco (source: Adam Sharron, 2021) Circulation & Parking Connectivity to the VTA Pedestrian scramble on the corner of Railway Ave and East Campbell Ave Crosswalk across the VTA station to Sam Cava Lane. Pedestrians scramble at the intersection between Dillon Ave and Sam Cava Lane. Bike Share station outside VTA station Connectivity to Campbell Park and Los Gatos Trail Access point from the Orchard Path to Parkside Frontage. New access point across Sam Cava Lane for pedestrians and bicyclists. Dillon Ave. Pedestrian pathway and service vehicles only Bike Share station The Orchard Path Pedestrian connection between the corner of E. Campbell Ave and Railway and Campbell Park Sam Cava Lane into Gilman Ave. Two-way car traffic Two-way painted and separated bike lanes One lane of street parking, broken up by planters and street trees to provide shade and green space Public Parking Removed around 200 parking spaces from the The Orchard District Removed Parkside parking on Gilman Ave Removed one side of street parking on Sam Cava Lane and Gilman Ave Removed two sides of street parking on Dillon Ave between E Campbell Ave and Sam Cava Ave Downtown Campbell Vision Plan DRAFT C-9 Establish new parking structure on the corner of Railway Ave and Sam Cava Lane, across from VTA station. 5 levels of parking structure provide around 500 parking spaces. Around 340 reserved for public parking and around 16o reserved for residents of adjacent housing structures. Top two levels will be reserved for future development that can be converted into housing or commercial development. Reservation of 50 priority parking spots for EV vehicles and installation of PV solar panels to offset emissions. Includes pedestrian passage to Railway Ave for connection to VTA and to Sam Cava Lane to connect to the Innovation Hub and Campbell Park. Car entrance and exit limited to Railway Ave. Design inspired by San Luis Obispo Cultural Arts District Parking Structure proposal by Watry Design. Phasing 1 to 5 Years Implementation of new zoning codes for all future development Adaptive reuse of existing buildings for workshops, co-working spaces, and shared kitchens. Focus on developing surrounding pedestrian plazas on corner of E Campbell Ave and Railway Ave in order to prime development of the Orchard Path Enhance connections of the Innovation Hub to and from VTA and to Campbell Park. Begin redirecting traffic away from Dillon Ave Use creative ways to take up street parking spaces with bicycle parking, temporary planters, temporary pavement art, outdoor seating, etc. Beginning stages of the Orchard Path from East Campbell Ave to Park Acquire land (mostly empty lots or parking) needed to develop the Orchard Path and prevent any new development from occurring on the land. Implement new bicycle lanes and crosswalks from VTA station to Sam Cava Lane and Gilman Ave Downtown Campbell Vision Plan 5 to 10 Years Advertisement of innovation hub working spaces to local producers and prospective businesses Laying new pavement for Dillon Ave and fully closing the street for car traffic Implement more permanent outdoor seating along service street Establish new street trees and shade structures Acquire land and find developer for the Public Parking structure on the corner of Railway Ave and Sam Cava Lane Time construction of parking structure to match construction of new developments in the Innovation Hub. Laying new pavement and permanent pedestrian infrastructure for the Orchard Path Establish orchard trees. Commission public art sculpture. Implement public amenities. 10 to 20 Years Established economic ecosystem within the Innovation Hub. Fully developed Orchard Path and Dillon Ave pedestrian corridor. Clearly integrated bicycle lanes, pedestrian crossings, and pedestrian corridors. Fully implemented design elements, starting with new buildings along pedestrian corridors. Fully established plum tree streetscape. Established public parking structure, servicing primarily Innovation Hub employees and tourists. TitleDRAFT C-10 Parkside Frontage Design Vision To celebrate the existing open spaces neighboring the project area, the Parkside Frontage (bordering Campbell Park and Los Gatos Creek Trail) will create a new community plaza, use adaptive reuse of existing buildings to incorporate outdoor spaces oriented towards open space, and add additional access points to the Los Gatos Creek Trail, where possible. Objectives of the Parkside Frontage include: 1. Create a community plaza to connect The Orchard to Campbell Park through a seamless transition between the built environment and open space. 2. Create outdoor seating and community-driven spaces in parcels along the frontage of Campbell Park and Los Gatos Creek Trail. 3. Create additional access points to Los Gatos Creek Trail at strategic locations. 4. Improve pedestrian and bicycle connectivity to Los Gatos Creek Trail with improved circulation and wayfinding signage. Parkside Frontage Planning Area Build-out Table Parkside Frontage Buildout Building Footprint 50% Maximum Building Height 2 stories Usage by Square Footage Commercial Space 91,100 Commercial Building Space 45,550 Commercial Outdoor Space 45,550 Community Plaza 15,964 Parking (~47 parking spaces)16,613 Total Square Footage 123,677 Downtown Campbell Vision Plan Figure 18: Parkside Frontage MapDRAFT C-11Design Elements & Programming The Parkside Frontage will enhance Campbell Park and Los Gatos Creek Trail through the following design elements: Community Plaza A community plaza shall be placed at the northern end of the Parkside Frontage to serve as an activity node and focal point between The Orchard and Campbell Park. The plaza shall include design features such as outdoor seating, shade trees and/or structures, art installations, and native plant landscaping to facilitate an enjoyable public space for the community to gather. Figure 19: Riverwalk Plaza Design for San Diego (source: Riverwalk San Diego, n.d.) Buildings Adaptive reuse of existing buildings shall be used, when possible, to transform current industrial uses into small-scale commercial uses as a low-cost strategy to activate the Parkside Frontage. Figures 20 & 21: Examples of adaptive reuse in Portland Oregon Buildings in the Parkside Frontage should enhance the pedestrian use of Campbell Park and Los Gatos Creek Trail with human-scaled design elements on the side facing open space. These elements could include decorative fencing, lighting, signage, murals, landscaping, awnings, etc. Large areas of blank exterior walls are undesirable. Buildings shall have a base color and accent colors to bring vitality and avoid monotony along the Parkside Frontage. Colors should be compatible with neighboring buildings. Buildings in the Parkside Frontage shall not exceed two stories. Outdoor Spaces Buildings along Gilman Ave. are required to have outdoor spaces between the buildings and Campbell Park and Los Gatos Creek Trail. Outdoor spaces facing Campbell Park/Los Gatos Creek Trail may be in the form of a patio, terrace, garden, lawn, or other usable space. Outdoor spaces must provide views to Campbell Park and/or Los Gatos Creek Trail. Figure 22: Outdoor seating in Byrant Park, New York City (source: jovannig, n.d) Landscaping Landscaping along the Parkside Frontage shall use appropriate native plant species to increase habitat for native species, facilitate drought and climate resilience, and improve the aesthetic of the area. When possible, native shade trees like Western Sycamore, Fremont Cottonwood, Black Elderberry, Coast Live Oak, and Valley Oak shall be planted to increase shade in and along the outdoor spaces in the Parkside Frontage. Downtown Campbell Vision Plan DRAFT C-12 Wayfinding Signage that encourages easy navigation to and from Campbell Park and Los Gatos Creek trail shall be placed near trail access points. Figure 23: Sample Wayfinding Sign Circulation & Parking The Parkside Frontage will be easily accessible by foot, bike, and car through the strategic location of a community plaza, trail access points, and a parking lot. Community Plaza At the northern end of the Parkside Frontage, a community plaza will act as an activity node and focal point between The Orchard and Campbell Park. More broadly, the Community Plaza is a terminal axis point along a larger pedestrian connectivity corridor that links the Downtown Core, Light Rail Station, and The Orchard with Campbell Park and Los Gatos Creek Trail. Surface Parking Lot To accommodate the proposed Community Plaza at the northern end of the Parkside Frontage, the existing public parking lot for Campbell will be relocated to the southern end of the Parkside Frontage and will prioritize ADA parking. The new surface parking lot at the southern end of the Parkside Frontage will accommodate roughly 47 parking spaces. Additional public parking will be located in a large parking structure on the corner of Sam Cava Lane and Railway Avenue. However, the Parkside Frontage will be easily accessible by foot, bicycle, and public transit, which is intended to promote alternative travel modes over driving, when possible. Trail Access Points To improve accessibility of Los Gatos Creek Trail, a new trail access point will be added where Sam Cava Lane meets Gilman Avenue. The trail will be accompanied by a wayfinding sign to draw attention to the new trail facility. Phasing 1 to 5 Years Implement new zoning codes for future development. Connect and collaborate with current business owners to negotiate a mutually beneficial relocation of industrial businesses. Begin adaptive reuse of existing buildings from current industrial uses to commercial and/or office uses. 5 to 10 Years Complete adaptive reuse of existing buildings from industrial to fully commercial and/or office uses. Relocate the Campbell Park parking lot from the north end of the Parkside Frontage to the south end. Add a new trail access point and wayfinding signage to Los Gatos Creek Trail at the new parking lot (where Sam Cava Lane and Gilman Ave. meet). Develop the Community Plaza at the north end of the Parkside Frontage. Install landscaping and art design elements throughout the Parkside Frontage. Downtown Campbell Vision Plan DRAFT C-13 Housing Zone Design Vision To provide a variety of efficient, affordable housing options for young adults, small families, and people working in The Orchard and surrounding areas. Three lots have been identified for housing developments. Housing created in the two owned city lots (First Street Parking Garage and City Maintenance Yard) should be 100% affordable. We recommend partnering with a non-profit to facilitate the affordable housing process. Units also have the possibility to be affordable by design by eliminating underused amenities (ie. Pools, gyms). The residents living in the housing will have easy, safe, multi-modal options for traveling to the mixed-use zone, as well as to nearby community amenities. Downtown Campbell Vision Plan Objectives of the Housing Zone include: 1. Create high density, affordable housing in available city- owned lots. 2. Promote design guidelines that preserve the City’s small-town character. 3. Promote alternative modes of transportation such as public transit and active transportation. 4. Facilitate pedestrian connectivity between housing and prominent community assets. DRAFT C-14 Housing Planning Area Proposed Zoning Proposed Zoning Description Multiple-family zoning district (R-4): We propose creating an additional zoning district to accommodate higher density housing to meet the demand for smaller, more affordable dwelling units. The R-4 zoning district will allow developers flexibility to build within the range of 40 to 60 units per gross acre. The main structure’s height will be limited to 70 ft. or 5 stories. Affordable housing district (R-A): We propose creating an additional zoning district to accommodate higher density affordable housing to meet the demand for affordable efficiency units. The R-A zoning district will allow developers the flexibility to build within a range of 100-120 units per gross acre with the condition that 100% of the units be affordable in perpetuity. The main structure’s height will be limited to 70 ft. or 5 stories. Design Elements Proportion, Scale, and Arrangement Building designs should incorporate 360-degree architecture. 360-degree architecture is the articulation and detailing of all building facades. Each building should have a recognizable base, body, roof line, and entry. This effect can be achieved by varying textures, colors, and materials. Human scale should be created using awnings, arches, walls, trellises, arbors, ornaments, pergolas, and other architectural elements. These elements should be integrated into the building design to avoid a “tacked on” look of architectural features. Setbacks for buildings with two floors or higher are highly encouraged. Buildings over 50 feet long should utilize one or more of the following to reduce their perceived height and bulk: 1. Significant projection or recessed elements 2. A significant change in massing 3. A significant change in roof or wall planes 4. Building and Street Relationships Downtown Campbell Vision Plan Current Zoning Requirements for R-2 Current Zoning Requirements for R-3 Current Zoning Requirements for C-3 Recommended Zoning Require- ments for R-4 Recommended Zoning Require- ments for R-A Front Setback 20 ft 20 ft -10 ft 6 ft Side Setback 5 ft 5 ft -5 ft 6 ft Side Street Set- back 12 ft 12 ft -10 ft 6 ft FAR 0.55 0.55 1.25-1.5 TBA TBA Maximum Lot Coverage 40%40%-70%70% Maximum height 35 ft (21/2 stories)40 ft (3 stories)45 ft 70 ft (5 stories)70 ft (5 stories) Units/ Gr. Acre 14-20 21-27 27 40-60 100-120 DRAFT C-15Primary building entrances (individual or shared) should be visibly emphasized, architecturally embellished, and accessible from a street and sidewalk to the extent feasible. Entrances that cannot face a public street and sidewalk (such as with especially deep or large lots) should face and internal pedestrian path that connects directly to a street and sidewalk. Internal pedestrian paths should be accompanied by courtyards or plazas. Residential entrances that face streets or pedestrian paths- whether shared or for individual dwellings- should be accompanied by a covered porch, stoop, veranda, or other features that highlight entry points, and encourage interaction between neighbors. Building Facades Long buildings fronts should use notches or recesses, change material, compose windows, space chimneys, and/or use other devices to set a rhythm at smaller intervals. It is recommended that this is done every 30 feet. (Image X) Clear glass windows should face streets, plazas, courtyards and/or pedestrian passages. Image X: Notches and bay windows break down massing of long facades. Outdoor Living Space Outdoor living space for the shared use of residents may include shared lawns, courtyards, community gardens, roof gardens, and play areas. Shared spaces should be accessible to all residents, provide seating areas, shade, be appropriately lighted, and be designed to encourage social activity. Landscaping Landscaping shall use appropriate native plant species to increase habitat for native species, facilitate drought and climate resilience, and improve the aesthetic of the area. (Appendix X) Where feasible and appropriate, use drought-tolerant native plants that require little or no irrigation, and minimize using plants that require pesticides or high levels of maintenance. Exterior Lighting Provide pedestrian-scaled lighting to illuminate entrances, pedestrian paths, and gathering places. Lighting should be integral to the design of the building and site and complement the architectural style of the building. Equipment and Service Areas Refuse containers (trash and recycling) should be located and designed to be inconspicuous to the extent practical, such as by being located away from streets or integrated into a building’s volume. Parking Parking garages should include charging stations for electrical vehicles. Parking garages should include conveniently located and safe bike storage space. Parking garages should be well lit to ensure the safety of tenants. To encourage alternative modes of transportation it is highly preferred that a maximum of one parking spot be designated for each housing unit. Wayfinding Signage that encourages easy navigation from the housing developments to the retail and creekside development of The Orchard. (Image X) Overall Lot Layout Total Residential Buildout Lot Size (3 lots)5.27 acres Permitted Residential Units 391 units Proposed Residential Units 366 units Number of Affordable Units 349 units Residences Studio Units 104 1 BR Units 98 2 BR Units 61 3 BR Units 81 4 BR Units 22 Unit Count 366 Maximum Average Unit Size* Downtown Campbell Vision Plan DRAFT C-16 Studio Units 440-540 sq.ft. 1 BR Units 685-850 sq.ft. 2 BR Units 1100-1500 sq.ft. 3 BR Units 1200-1900 sq.ft. 4 BR Units 1200-1900 sq.ft. Parking Residential Parking Spaces 455 Bike Parking 220 * Average unit size was provided by Stephen Rose, Senior Planner and Housing Coordinator for the City of Campbell based on a compilation of three recent mixed-use/multi-family residential projects in Campbell. Phasing 1 to 5 Years Change zoning requirements for city owned lots to be used for dense housing (R-4) Identify and contract non-profit to partner with and facilitate affordable housing 5 to 10 Years Break ground on construction and complete three housing developments 100 Years High density housing replaces remaining low-density housing within The Orchard Additional affordable housing units are added to the Innovation Hub area Block 1: S. First St. Housing Project description Floors 1 to 4 will house a mix of 150 units ranging in size from studios to 1-bedroom units. This arrangement is made possible via the proposed R-A zoning. Studios should have a maximum average unit size of 540 sq.ft. And the 1-bedroom units should have a maximum average unit size of 850 sq.ft. The horizontal architectural façade is articulated in 30-foot segments that must be offset by a minimum of 2 feet to maintain human scale. The maximum height for the building shall be 50 feet. The first floor will have a setback of 24 feet from the North side. The extended setback on the North side will enhance pedestrian safety along the walking corridor towards the VTA Station and the Orchard district. The South and West Side should also have a 6-foot setback. No setbacks have been planned for the East side as it faces the VTA railway. Floors 2 to 4 will have an additional 6 feet setbacks per floor to enhance the human scale. Circulation & Parking The underground floor will be dedicated to a parking garage and bike lockers. There will be a total of 150parking spaces, each unit will have a designated parking spot and the remaining 9 spots will be made available for guest parking. An additional 75 bike lockers will be made available for residents. A new pedestrian friendly crosswalk will be made available to facilitate safe crossing into The Orchard. The crosswalk will align with the northside alley of the building to provide access from the greater downtown area into The Orchard. Newly built sidewalks on Railway Ave. will also facilitate safe access to the VTA station. Build-out Table Residential Buildout: S. First St. Lot Size 1.25 acres Proposed Zoning R-A Max Permitted Residential Units 150 Proposed Residential Units 141 Number of Affordable Units 100% Number of Floors 4 floors (with under- ground parking) Residences Studio Units 67 1 BR Units 74 Total Proposed Units 141 Square Footage Downtown Campbell Vision Plan DRAFT C-17Maximum Lot Coverage 38,115 sq.ft. Ground Floor 54,450 sq.ft. First Floor 31,680 sq.ft. Second Floor 31,680 sq.ft. Third Floor 21,120 sq.ft. Fourth Floor 15,360 sq.ft. Building Height Footage Maximum 50 ft. Parking and Totals Residential Parking Spaces 150 Bike Lockers 75 Block 2: Railway Ave. Housing Project description Floors 1 to 4 will house a mix of 80 units ranging in size from 2-bedroom units to 3-bedroom units. This arrangement is made possible via the proposed R-4 zoning. 2-bedroom units should have a maximum average unit size of 1,500 sq.ft. 3-bedroom units should have a maximum average unit size of 1,900 sq.ft. 10-foot setbacks should take place on all front facing floors of the buildings to allow for individual unit porches and individual unit balconies (Railway Ave. and Dilon Ave.) The maximum height for the building shall be 50 feet. To meet the City of Campbell’s desired affordability rates 50% of the units in this development should be made affordable housing. Inserting image... Circulation & Parking All units will have 2 parking spots made available in the neighboring public parking garage on Railway Ave. and Dillon Ave. Residents will have a private entrance off Dillon Ave. Residents will also benefit from the new crosswalk on Railway Ave. connecting them to the greater downtown area. Newly built sidewalks on Railway Ave. will also facilitate safe access to the VTA station. Cross-Section View Dillon Avenue Build-out Table Residential Buildout: Railway Ave. Lot Size 1.37 acres Proposed Zoning R-4 Max Permitted Residential Units 82 Proposed Residential Units 80 Number of Affordable Units 50% Number of Floors 4 floors Residences 2 BR Units 22 3 BR Units 58 Total Proposed Units 80 Square Footage Maximum Lot Coverage 42,000 sq.ft. Ground Floor 36,900 sq.ft. First Floor 36,900 sq.ft. Second Floor 36,900 sq.ft. Third Floor 36,900 sq.ft. Fourth Floor 36,900 sq.ft. Building Height Footage Maximum 50 ft. Parking and Totals Residential Parking Spaces 160 Bike Lockers 0 Block 3: Creekside Housing Project description The Creekside Housing lot will have 9 buildings, 6 buildings will be 3 stories and 3 buildings will be 5 stories. A total of 145 units are proposed for this Downtown Campbell Vision Plan DRAFT C-18 development, ranging from studios to 4-bedroom units. This arrangement is made possible via the proposed R-4 zoning. Studio units should have a maximum average unit size of 540 sq.ft., 1-bedroom units should have a maximum average unit size of 850 sq.ft., 2-bedroom units should have a maximum average unit size of 1,500 sq.ft., 3-bedroom and 4-bedroom units should have a maximum average unit size of 1,900 sq.ft. Circulation & Parking The underground floor will be dedicated to a parking garage and bike lockers. There will be a total of 145 parking spaces with one designated parking spot per unit. An additional 145 bike lockers will be made available for residents. A path on the South side of the property currently exists and provides residents access to the Los Gatos Creek Trail. We recommend adding a new access trail on the North side of the housing development. The new trail would improve access to Los Gatos Creek Trail for all three housing developments. Build-out Table Residential Buildout: Creekside Lot Size 2.65 acres Proposed Zoning R-4 Max Permitted Residential Units 159 Proposed Residential Units 145 Number of Affordable Units 100% Number of Floors 3-5 floors (with un-derground parking) Residences Studio Units 37 1 BR Units 24 2 BR Units 39 3 BR Units 23 4 BR Units 22 Total Proposed Units 145 Square Footage Maximum Lot Coverage 80,804 sq.ft. Ground Floor 115,434 sq.ft. First Floor 49,271 sq.ft. Second Floor 49,271 sq.ft. Third Floor 49,271 sq.ft. Fourth Floor 20,168 sq.ft. Fifth Floor 20,168 sq.ft. Building Height Footage Maximum 70 ft. Parking and Totals Residential Parking Spaces 145 Bike Lockers 145 Downtown Campbell Vision Plan DRAFT Appendix 1: Demographics Population Characteristics In 2020, the total population in Campbell was approximately 43,959 people. The median age of Campbell residents is 38.9 years old, compared to the median age of 37.2 years in Santa Clara County. The population by age range breakdown is as follows: • Under 5 years: 6.5% • Under 18 years: 21.4% • 18 years and older: 78.6% • 65 years and older: 14.3% The three largest age groups are: 25-29 years (8.1%), 30-34 years (7.6%), 35-39 years (8.5%). In 2015, the average household size was about 2.52 persons per household, which is slightly smaller than Santa Clara County’s average household size of 3.02. In 2020, there were about 16,121 total households, 64.5% of these are families. The median household income is $122,644, compared to $130,890 in Santa Clara County overall. Race, Ethnicity and Gender Characteristics The largest racial group in Campbell is White, who make up approximately 60% of the total population. The next largest racial group is Asian at 23.6% of the total population, the majority ethnicities being Chinese (9% of Asians) and Asian Indian (6% of Asians). The Black or African American population comprises 2.3% of Campbell residents, American Indian/Alaskan Natives comprise 0.4%, and Native Hawaiians and Pacific Islanders make up 0.2%. About 5.7% of Campbell residents are some other race, and 8.1% are mixed race. DRAFT About 20% of residents are Hispanic or Latino, the majority of which identify as Mexican (15% of Hispanic/Latino residents). The larger portion of Campbell is not Hispanic or Latino, which is the other 80% of residents. Campbell is evenly split regarding gender, 49.5% of the population is male and 50.5% is female. Education Characteristics Campbell residents have high levels of educational attainment in relation to the state. Approximately 54% of the total population have a bachelor’s degree or higher, compared to 35% in the state overall. In the population 25 years and over, 33.7% have a bachelor’s degree while almost 20% have a graduate or professional degree. References City of Campbell, CA - Census Profile. (2020). US Census. https://data.census.gov/cedsci/profile?g=1600000US0610345 County of Santa Clara, CA - Census Profile. (2020). US Census. https://data.census.gov/cedsci/profile?g=0500000US06085 De Novo Planning Group. (2017). 2017 Community Profile Campbell, CA. Report https://static1.squarespace.com/static/5727860527d4bd23efdf96db/t/591f73fc1e5b6c a6060332a2/149%205233542128/FinalDraft_ERC_Summary042717_Web.pdf U.S. Census Bureau. (2020). American Community Survey. Demographic and Housing Estimates: Campbell City, California. Table DP05: 5-year Estimates. Retrieved by MCRP Student on April 4, 2022. U.S. Census Bureau. (2020). American Community Survey. Households and Families: Campbell City, California. Table S1101: 5-year Estimates. Retrieved by MCRP Student on April 4, 2022. DRAFT Appendix 2: Economic Character City of Campbell’s Location Quotient Figure 2.1 – City of Campbell’s Location Quotient Table U.S. Census Bureau. (2009) & (2019) Economic Censuses, City of Campbell, and County of Santa Clara, generated by MCRP Student; using OntheMap; <https://onthemap.ces.census.gov/>; (2 May 2022); and calculations by the author. City of Campbell is more specialized than the County of Santa Clara in construction, retail trade and accommodation & food services. The city is also more underrepresented in the following economic sectors than the County of Santa Clara: Public Administration, Transportation and Warehousing, and manufacturing. City of Campbell’s Operating Budget • Expenditures across all city funds: 92.7M • Revenue across all city funds: 83.9M • Operating Deficit: 8.8M o “caused solely by the persistent fiscal impacts of the pandemic.” Specialized or Under- represented Sector % of 2009 % of 2019 % of 2009 % of 2019 2009 2019 2019 Agriculture, Forestry, Fishing and Hunting 0%0%1%0%0.04 0.00 U L Mining, Quarrying, and Oil and Gas Extraction 0%0%0%0%0.36 0.00 U L Utilities 1%0%1%1%0.85 0.77 U L Construction 21%23%7%8%3.04 2.87 S L Manufacturing 11%14%31%25%0.35 0.58 U G Wholesale Trade 9%5%7%5%1.22 1.00 S L Retail Trade 21%20%15%12%1.39 1.60 S G Transportation and Warehousing 3%1%3%2%1.08 0.37 U L Information 2%3%9%15%0.23 0.20 U L Finance and Insurance 8%6%4%3%2.20 1.66 S L Real Estate and Rental and Leasing 3%2%3%2%1.13 0.96 U L Professional, Scientific, and Technical Services 23%26%21%25%1.06 1.01 S L Management of Companies and Enterprises 3%1%2%2%1.18 0.57 U L Administration & Support, Waste Management and Remediation 11%14%9%10%1.17 1.34 S G Educational Services 13%14%15%13%0.87 1.07 S G Health Care and Social Assistance 18%26%16%21%1.13 1.20 S G Arts, Entertainment, and Recreation 1%2%3%3%0.50 0.85 U G Accommodation and Food Services 18%23%12%13%1.43 1.76 S G Other Services (excluding Public Administration)11%8%8%4%1.40 1.80 S G Public Administration 3%3%4%4%0.78 0.81 U G Total 100%100%100%100% Gains strength or loses strength from 2009-2019 City of Campbell Location QuotientCity of Campbell County of Santa Clara DRAFT Figure 2.2: City of Campbell Budgeted and Historical 2022 Revenues by Source Figure 2.3: City of Campbell’s Funding Sources Economic Indicators: Commuter Patterns • Only 1,423 people live and work in Campbell • 24,733 daily commuter inflow to Campbell • 20,738 Campbell residents work elsewhere in Silicon Valley. DRAFT Figure 2.4: City of Campbell’s Commuter Patterns 2019 Economic Census Data for the City of Campbell Downtown Project Area displays the following: • Employment data shows 48% of the jobs are in the food service and accommodation sector. • 18% of the jobs are from the “Professional, Scientific and Technical Service” sector. • Retail trade represents 5% of the total jobs located in the Downtown project area. Employment Composition and Commute Patterns Figure 2.5- Employment by Sector Chart (2016) DRAFT • Campbell has 40% of its workforce from neighboring San Jose, 29% of Campbell residents commute to San Jose for work. • Only 6% of Campbell residents work in Campbell. The remainder commute to other employment destinations around San Jose. • 84% drive alone and 56% have commutes of 10-29 minutes Figure 2.6: Map of Counts and Density of All Jobs in Work Selection Area in 2019 DRAFT Figure 2.7: Table of All Jobs for All Workers by NAICS Industry Sector in 2019 The economic data from the US Census Bureau provides an economic picture of the downtown commercial districts. Analyzing the economic makeup of the Downtown core will help provide a clearer picture of where the visitors and residents travel to. References FY 2022 Operating Budget and 2022 - 2026 Capital Improvement Plan (CIP). (2022, December 4). City of Campbell. https://city-campbell-ca-budget-book.cleargov.com/2780/funding-sources/taxes U.S. Census Bureau. (2009) & (2019) Economic Censuses, City of Campbell, and County of Santa Clara, generated by MCRP Student; using OntheMap; <https://onthemap.ces.census.gov/>; (2 May 2022); and calculations by the author. DRAFT Appendix 3: Land Use Existing Land Use The City of Campbell is compromised predominately of residential uses, including single family houses (46%) that are the dominant land use type and multifamily developments. The downtown core and Pruneyard shopping center are designated as commercial zoning. Figure 3.0- City of Campbell Zoning Map References City of Campbell General Plan Map. (2017, March). City of Campbell. https://www.campbellca.gov/166/Zoning-and-Land-Use DRAFT Appendix 4: Housing General Plan- Housing Element The 2015 Campbell Housing Element provides an array of information pertinent to the Downtown Project Area. Which includes the following goals: • Providing housing affordable to all segments of the population and • Maintaining a balance between employment and housing opportunities. To accomplish these goals, the city has implemented the following strategies: Strategy LUT-1.5a: Transit-Oriented Developments Encourage transit-oriented developments including employment centers such as office and research and development facilities and the City’s highest density residential projects by coordinating the location, intensity and mix of land uses with transportation resources, such as Light Rail. Strategy LUT-1.5-d: Higher Floor Area Ratios (FARs) Develop provisions for allowing higher FARs in new projects that provide a mix of uses, maintain a jobs/housing balance, or are located within proximity to Light Rail. Strategy LUT-3.1c: High Density Residential Allow higher residential densities in the North of Campbell Area (NOCA), South of Campbell Area (SOCA), and areas near the Light Rail stations as an incentive to redevelop older, less intensive uses. Regarding affordable housing, the city also has proposed various programs such as: Program H-3.1a: Inclusionary Housing Ordinance Implementation The city’s Inclusionary Housing Ordinance requires rental housing to provide 15 percent of very low- and low-income units, with at least six percent of very low income and nine percent of low/moderate income. Regional Housing Needs Allocation (RHNA) The city of Campbell’s RHNA allocation called for 253 very low-income level units and 138 low- income units. As of 2020, 15 total units between those two categories have been completed. To alleviate this housing shortage, the city has identified the following housing opportunity sites near downtown. DRAFT Figure 4.1- Housing Opportunity Sites Map (Housing Element Draft) Initial RHNA Allocation Progress as of 2020 DRAFT Community Profile Housing Types • Single family homes: 46% • Single family attached: 13% • Duplex, triplex, and fourplex: 11% • Multifamily apartments (5 or more units): 29% • Mobile homes: 2% Decennial Census of Housing General Housing Overview The city of Campbell has a moderately sized housing stock, containing approximately 17,442 total housing units, with 16,121 (92%) being occupied as of the 2020 Census. Unlike similarly sized cities in the region, renter-occupied housing units make up a larger share of the total occupied housing units at 51% (8,190). Owner occupied units only make up 49% of the total occupied units. The community primarily houses working class individuals, roommates, and couples, with the average household size being 2.64. In addition, one-third of the households are family-with child-oriented, with 32% (5084) of them housing children under 18. Data was retrieved in the general downtown region but due to data only being available at the census tract level, and boundaries were well beyond the scope of the specific project boundary area. Even so, the data provides a general overview of the housing situation in the downtown area. Housing affordability is a major issue in the City of Campbell, as 37% of all households are cost burdened. HUD defines cost-burdened families as those “who pay more than 30 percent of their income for housing” and “may have difficulty affording necessities such as food, clothing, transportation, and medical care. Affordability broken down by owner occupied units and renter occupied units are provided below. General Overview of Campbell 2020 Total Housing Units 17,442 Housing Tenure Number Percent Occupied 16,121 92% Owner Occupied 7,931 49% Renter Occupied 8,190 51% Household Information Number Percent Size and Families 16,121 92% Average HH Size 2.64 - HH with children under 18 5,084 32% DRAFT HH with one or more persons aged 60+ 5,529 34% Owner Occupied Units Affordability 2020 Total Owner-Occupied Housing Units 16,121 Mortgage Status & Costs Number Percent With Mortgage (Units) 5,654 35% Units Paying >30% of Household Income on Housing 1,732 31% Median Monthly Cost Without Mortgage (Units) 883 5% Units Paying >30% of Household Income on Housing 242 27% Median Monthly Cost $3,644.00 Median Home Value $1,156,000 Renter Occupied Financial Characteristics 2020 Total Renter Occupied Units 8,190 Costs Number Percent Units Paying > 30% of Household Income on Housing 3,925 48% Median Gross Rent $2,323 Downtown Campbell Region Overview (Census Tracts 5026.03 ; 5026.04 ; 5065.02 ; 5065.03) Total Housing Units Housing Tenure Number Percent Occupied 7,504 93% Owner Occupied 2,765 37% Renter Occupied 4,739 63% Household Information Number Percent Size and Families 7,504 93% Average HH Size 2.36 - HH with children under 18 1,750.00 23% DRAFT HH with one or more persons aged 60+ 2,513 33% Downtown Region Owner Occupied Financial Characteristics 2020 Total Owner Occupied Housing Units 2,765 Mortgage Status & Costs Number Percent With Mortgage (Units) 1,882 68% Units Paying >30% of Household Income on Housing 578 31% Median Monthly Cost $3,131 Without Mortgage (Units) 883 32% Units Paying >30% of Household Income on Housing 242 27% Median Monthly Cost $643.50 Median Home Value $1,040,950 Downtown Region Renter Occupied Financial Characteristics 2020 Total Renter Occupied Units 4,739 Costs Number Percent Units Paying > 30% of Household Income on Housing 2,511 53% Median Gross Rent $2,283 Data Source: https://data.census.gov/cedsci/ References: City of Campbell’s Housing Opportunity List (Draft). (2022). City of Campbell Housing Element. https://www.campbellca.gov/DocumentCenter/View/18981/Housing-Opportunity-Sites US Census (Census Tracts 5026.03 ; 5026.04 ; 5065.02 ; 5065.03): DRAFT https://data.census.gov/cedsci/ 2020 Housing Element Annual Progress Report (Resolution/ Roll Call Vote). (2021, March). City of Campbell Council Report. https://www.campbellca.gov/DocumentCenter/View/17803/2020-Reporting-Year--- Housing-Element-Annual-Progress-Report DRAFT Appendix 5: Circulation Pedestrian Connectivity Pedestrian Mobility (General Plan) • Local residents should be able to stroll to their favorite dining establishment, concert event and park. “Convenience” and “Enjoyment” are the feelings that the residents should have when walking in Downtown Campbell. • To have a “safe” and “convenient” system of pedestrian routes that encourages interaction, health and reduces personal vehicle use. • Pedestrian connections to services and transit stations serve as a base for development. • A “proactive” CIP program that will assist older commercial districts and neighborhoods to be retrofitted with pedestrian paths of travel in order to improve connections for residents such as school children, older adults and residents wanting access to services, transit stations and parks. • Encourages interesting site designs for pedestrian connections. Pedestrian Friendly Development • Development and redevelopment opportunities that are designed to amplify pedestrian experience. • Using interesting display entrance features, windows, quality building materials, recessed openings, canopies, and interesting building designs. Land Use Strategies Related to Pedestrian Connectivity • LUT-2.1h: Pedestrian Plan- Develop and implement a pedestrian plan that is safe, convenient, and functional creating a network connecting neighborhoods with services, recreation, transit and employment centers and consistent with the City’s ADA Implementation Plan. • LUT-5.3b: Minimal Setback- Design commercial and office buildings city-wide to have minimal setbacks from the sidewalk except to allow for pedestrian oriented features such as plazas, recessed entryways, and wider sidewalks for outdoor cafes. Discourage parking areas between the public right-of way and the front façade of the building. • LUT-7.2i: Narrow Local Streets- Create pedestrian friendly local streets that are narrow enough to be easily crossed by pedestrians. • LUT-7.2m: Clearance on Walkways- Provide adequate clearances on walkways for pedestrians on the public right-of-way. DRAFT • LUT-9.3g: Pedestrian Amenities- Incorporate pedestrian amenities such as plazas, landscaped areas with seating, pedestrian walkways into new developments. • LUT-19.1b: Pedestrian-Orientation- Reinforce East Campbell Avenue as a pedestrian- oriented retail street. Existing Pedestrian Facility Conditions • The Downtown project area, the pedestrian facilities are generally complete with curb extensions, benches, pedestrian-scale lighting along Campbell Avenue east of downtown, ladder style crosswalks, high-visibility pedestrian crossing signs at uncontrolled intersections along Orchard City Drive and Civic Center Drive (Community Design + Architecture FEHR & AMP; PEERS). o However, the project team in April 2016 found some of the following issues: • Curb ramps were not fully ADA compliant. • Drivers failing to yield to pedestrians who are entering the crosswalk between N 3rd Street and Civic Center Drive. • Wide drive lanes may be a contributing factor for the sidewalk gap on the north side of Orchard City Drive. • Long wait times at the pedestrian crosswalks. • A “No Pedestrian Crossing” sign is located just to the east of the railway tracks on East Campbell Avenue. Marked pedestrian crosswalks are missing on the north and west legs of this intersection. A ladder-striped crosswalk is also provided on the south leg. Long pedestrian wait times were observed. • Crosswalks near Harrison Ave. & Salmar Ave were unmarked. Streetscape ● The Central Campbell Redevelopment Project Area was created to establish downtown as a vibrant core and a central place for community activity. One of the key goals of the redevelopment plan was to establish a vision for public parking, density, and scale. ● The vision for Downtown Campbell is to continue to reinforce its place as the center for community activity, cultural and civic events, and as a vibrant central business district. It is intended that the Downtown be an active, walkable central business district that attracts local residents and visitors to experience a variety of retail businesses and restaurants. The ground level along East Campbell Avenue is slated for retail and restaurant to provide a vibrant, pedestrian-oriented streetscape. ● Downtown is distinguished from other commercial districts by its scale, density, continuous pedestrian-oriented retail frontage, and the historic character. The new light rail connection from Campbell to San Jose and beyond presents opportunities to grow the Downtown with mixed use development that incorporates residential buildings close to commercial and DRAFT transportation services. Having residential in the Downtown area is an essential ingredient to balancing daytime and nighttime activities that support a thriving and vibrant central business district. ● The downtown core is defined as the area along East Campbell Avenue bounded by Civic Center Drive and Orchard City Drive (City of Campbell et al., 2006). The area on East Campbell Avenue between the light rail station tracks and second street contains the majority of the retail, restaurants, and commercial services. This area can be considered the heart of the city. Figure 5.1: Downtown Development Plan Study Area ● Some of the other visions for the area include: ○ Strategy CPT-1.1c: Improve pedestrian circulation along the stretch of East Campbell Avenue from the railroad tracks to Fourth Street, particularly on the east end of the Downtown core. Strategy CPT-1.1d: Pedestrian connections shall be enhanced between the downtown and the Community Center on the west and the Los Gatos Creek Trail/Pruneyard Shopping Center on the east. ○ Public Spaces: Provide attractive public gathering areas and spaces that are comfortable and desirable for the public to relax, interact and experience the Downtown. ○ Streetscape Improvements: The City constructed a $2.5 million streetscape improvement project which enhanced the Downtown with attractive landscaping, hardscape, lighting, and traffic improvements. DRAFT ○ ○ Figure 5.2: Streetscape Detail Diagram • Storefront Improvement Program: A storefront improvement program that has leveraged $150,000 to achieve approximately $500,000 worth of improvements to create attractive storefronts and restaurants. • Traffic Enhancements: The conversion of East Campbell Avenue from one-way to two-way traffic to enhanced retail accessibility. • Public Parking: The addition of a 300-space parking structure and the addition of 100 parking spaces on the loop streets. • Streetscapes along City gateways: The following policies and strategies describe methods that the City has developed to generate an attractive streetscape along the downtown core corridor. • Goal CPT-2: To create attractive Gateways into the Downtown. DRAFT o Policy CPT-2.1: Gateway Design: Develop and implement plans for the Downtown Gateways. ▪ Strategy CPT-2.1a: The Salmar/Harrison Avenue entrance into Downtown from the north shall be enhanced with streetscape improvements including curbs, gutters, sidewalks, light fixtures and appropriate street trees and landscaping. ▪ Strategy CPT-2.1b: A plan line shall be adopted establishing a streetscape improvement plan along East Campbell Avenue between Highway 17 overpass and the light rail tracks to provide an attractive entrance to the Downtown from the east and make the area more pedestrian friendly. ▪ Strategy CPT-2.1c: Traffic design improvements shall be considered along East Campbell Avenue between Winchester Boulevard and Fourth Street that would provide on street parking on the south side of East Campbell Avenue and distinguish the area as an entry into the Downtown from the west. City of Campbell Streetscape Standards • Urban design improvements / approach to contribute to pedestrian environment / increase walking. • Accommodate streetscape standards while providing visionary improvements. • Includes bus stop and gateway design - ground level atmosphere. • Stakeholder / City Council input: o Complete streets - safe and accessible to accommodate people o People of all ages and abilities o Vary widely in infrastructure provided for each travel mode o Aesthetic, community ecology / identity o Contextual in nature and based on overarching goals o Street trees o Lighting o Pavement treatment o Street furnishings o Green infrastructure - bulbouts, rain gardens, miniparks East Campbell Avenue Master Plan Plan Context The City of Campbell created the East Campbell Avenue Master Plan with the goal of improving connectivity between Downtown Campbell and the Prune Yard by creating an attractive and safe environment for walking and biking along the street frontage (City of Campbell, 2008). As displayed in Figure 8, the project area targets roughly 0.4 miles of East Campbell Avenue between Railway Avenue (Downtown) and Union Avenue (Pruneyard). DRAFT While it is only a 5-minute walk between the two destinations, the distance feels longer due to the existing roadway and street frontage conditions, which are illustrated in Figure 9 (City of Campbell, 2008). To improve the pedestrian experience, the plan seeks to address issues along East Campbell Avenue, such as: narrow sidewalks, irregular block lengths, street sign misalignment, limited pedestrian crossings, and unattractive buildings along the street frontage (City of Campbell, 2008). Additionally, the majority of vehicular traffic within the project area is through-traffic commuter flow, rather than destination traffic, which further contributes to the unfriendly nature of the area to pedestrians and cyclists (City of Campbell, 2008). Figure 9. 2008 conditions along East Campbell Avenue. Source: City of Campbell, 2008. DRAFT This conceptual plan was approved by City Council on May 15th, 2007 and used to guide the East Campbell Avenue Improvement Project, which was approved on March 4th, 2008 and has included various capital improvement projects over the years. When considering this plan, it is important to consider potential overlap between the East Campbell Avenue Master Plan and other City planning materials, such as: Land Use and Transportation Element Updates and the Transportation Improvement Plan. Plan Vision The East Campbell Avenue Master Plan aims to reconfigure the corridor from an arterial roadway to a street with a “Downtown” feel through features like first floor commercial space along the street frontage, pedestrian-oriented street lighting, wider sidewalks, trees, curbside parking, and other amenities (City of Campbell, 2008). By implementing design improvements along East Campbell Avenue, the City can extend and complement Campbell’s historic Downtown, while creating an attractive transitional corridor from Downtown to the PruneYard (City of Campbell, 2008). The plan envisions the following elements along East Campbell Avenue: ● Infill development with first floor frontages as commercial and upper floors and property areas behind as residential and/or office space. The goal of this infill development is to create a balanced and attractive pedestrian experience, without overcompensating on any one type of building use (City of Campbell, 2008). ● Frontage Streetscape Improvements, such as wider sidewalks, curb side parking, shade trees, and the replacement of existing street lights with lower pedestrian street lights like the Downtown street lights (City of Campbell, 2008). ● Pedestrian Crossings like highly visible pedestrian crosswalks with countdown signals and corner sidewalk bulb-outs at all intersections (City of Campbell, 2008). In addition to the broad design elements identified for East Campbell Avenue, the plan also outlined three “Special Conditions” projects: 1. Downtown Gateway Intersection at Railway Avenue and Civic Center Drive was identified as needing several improvements to create an attractive transition between Downtown and the PruneYard, such as: reconfigured roadway lines, pedestrian crosswalks, wider sidewalks, and a new Downtown entrance sign (City of Campbell, 2008). 2. Campbell Avenue Bridge needed to be widened to improve pedestrian and bicycle access and connectivity between Downtown and the PruneYard. (City of Campbell, 2008). 3. Highway 17 Overpass (also known as the East Campbell Avenue Portal Project) presented a need for a more pedestrian and bicycle friendly experience under the DRAFT highway through the addition of pedestrian lighting, improved fencing and railing, decorative paint, and an on-street bike lane (City of Campbell, 2008).DRAFT Plan Implementation Progress Since 2008, the city has used the East Campbell Avenue Master Plan to implement several public improvement projects, such as: ● Modifying the intersection and signaling at the Railway Avenue and East Campbell Avenue intersection (City of Campbell, 2020). ○ Details of modification are unclear. ● Adding sidewalk and bulb-out installations along East Campbell Avenue (City of Campbell, 2020). ○ Exact location of sidewalk and bulb-out installations are unclear. ● Widening the Campbell Avenue Bridge (City of Campbell, 2020). ● Installing bicycle infrastructure, such as a green bike lane and a green bike box on East Campbell Avenue between Foote Avenue and Railway Avenue, shared lane bike markings (“sharrows”) through the East Campbell Avenue/Railway Avenue intersection, and sharrows on East Campbell Avenue between Railway Avenue and Poplar Avenue (City of Campbell, 2021). ● Constructing two pedestrian/bicycle portals under the Highway 17 overpass (City of Campbell, 2020). Additionally, the “East Campbell Avenue Plan Line Project” proposed street realignment along East Campbell Avenue from Railway Avenue to Bascom Avenue to better align street geometrics and facilitate street improvements such as narrowing the inside travel lanes to accommodate a wider, more bicycle-friendly 13-foot outside lane and curbside parking stall (City of Campbell, 2020). Unfortunately, this project was defunded due to COVID-19 (City of Campbell, 2020). In Figure 10, the progress listed above is illustrated in context with the original East Campbell Avenue Master Plan “Vision Plan Diagram” from 2008 to demonstrate where implementation has occurred or remains incomplete, as well as areas of unknown progress that will need to be confirmed through a field visit and/or by City staff. As seen in Figure 10, there were four main areas of improvement: from left to right, (1) bike infrastructure and intersection improvements were made at Railway Avenue/Civic Center Drive, but the “Downtown Gateway Intersection” special conditions project remains incomplete because the street realignment project was defunded, (2) bulb-outs and curbside parking exist between Railway Avenue and Page Street, but have yet to be installed east of Page Street, (3) Campbell Avenue Bridge was widened, and (4) pedestrian and bicycle facilities were installed under the Highway 17 overpass. DRAFT Figure 10. East Campbell Avenue Master Plan Vision Diagram with progress updates and photos. Diagram Source: City of Campbell, 2008. Photo Sources: Google Earth and Biggs Cardosa Associates, Inc. In addition to the visual information presented above, Table 1 provides the timeline of implementation as well as proposed next steps for assessing East Campbell Avenue. Table 1. East Campbell Avenue Improvement Project Progress Project Description Status Next Steps Campbell Avenue Widen bridge over Los Gatos Creek to Completed, but date Assess success Bridge Widening improve pedestrian and bicycle access of completion is and areas for and connectivity between Downtown unknown. improvement at and the PruneYard. site visit. DRAFT East Campbell Enhancements to the pedestrian and Completed in 2017. Assess success Avenue Portal bicycle facilities under the Highway 17 and areas for Project (Highway overpass to better connect the improvement at 17 Overpass) surrounding community to Downtown. site visit. DRAFT Campbell Avenue/Railway Bike Box Project Installation of a green bike lane and a green bike box on East Campbell Ave. between Foote Ave. and Railway Ave., sharrows through the East Campbell Ave./Railway Ave. intersection, and sharrows on East Campbell Ave. between Railway Ave. and Poplar Ave. Completed in 2021. Assess success and areas for improvem ent at site visit. Pedestrian Crossings Highly visible pedestrian crosswalks with countdown signals and corner sidewalk bulb-outs at all intersections. In progress. *A general statement on the City’s website suggests there has been progress, but hard to confirm on Google Earth. Assess progress and areas for improvem ent at site visit. Infill Development First floor frontages as commercial and upper floors and property areas behind as residential and/or office space. Unknown. *There appears to have been little to no progress in this area, but there may be planned projects underway. Assess progress and areas for improvem ent at site visit. Frontage Streetscape Improvements Wider sidewalks, curb side parking, deciduous shade trees, and the replacement of existing street lights with lower pedestrian street lights like the Downtown street lights. Unknown. Assess progress and areas for improvem ent at site visit. DRAFT East Campbell Avenue Plan Line Project (Downtown Gateway Intersection) A plan line along East Campbell Avenue from Railway Avenue to Bascom Avenue to better align street geometrics. Defunded due to COVID-19 in 2020. N/A. Transportation Improvement Plan The Transportation Improvement Plan (TIP) focuses on the Downtown Campbell Priority Development Area, which differs from our project area, but has a large amount of overlap. [map] Campbell runs through downtown, and is flanked by a one way loop with Civic Center Drive and Orchard City Drive to the North and South respectively. The TIP intends to improve walking, bicycling, and transit access for the Priority Development Area. High vehicle speeds and drivers failing to yield to pedestrians at unsignalized crossings of Orchard City Drive and Civic Center Drive were observed, despite recent crossing improvements on the streets. Other obstacles to walkability and bikeability include sidewalk gaps, gaps in bicycle lanes on Campbell Avenue, long crossing distances for pedestrians at several locations, and locations where pedestrian crossings occur without marked crosswalks. A total of 40 collisions were reported within the study area between 2012 and 2015. Bicycle improvements provided by the TIP include: new bicycle racks on existing curb bulbs along Campbell Avenue, Orchard City Drive, and Civic Center Drive. There is consideration of continuing the bicycle lanes on East Campbell Avenue as green-backed sharrows through the downtown area. Policy and Program Recommendations include: consider increased weekend closures for East Campbell Avenue, allowing pedestrian, bicycle, and emergency vehicle traffic only within limited hours. There is consideration of creating a pilot local bicycle sharing program for the greater downtown area. DRAFT Transportation Element https://static1.squarespace.com/static/5727860527d4bd23efdf96db/t/5f88bfe6e0a5a0661d7b2621 /1602797595489/CampbellGPU_Draft--8-4-20_reduced+size.pdf The Transportation Element of the General Plan has goals and actions in place to improve the circulation of vehicles, pedestrians, and bicyclists throughout the city. Relevant actions in place regarding improved bicycle infrastructure that influence the downtown include the Bicycle Master Plan. This plan is not yet created, however, the outcome is to achieve a bike network that eliminates gaps where possible and creates a low-stress system for cyclists of all ability levels to reach destinations throughout the City. This is important as the Downtown area mostly consists of bike routes, which share the lane of the automobile. Bike routes may be considered to be more difficult to approach as a beginner or even intermediate cycler. An important component of encouraging more cyclists on the road and reducing vehicle miles traveled would be to create an atmosphere that is safe. This may include the implementation of bike lanes or buffered bike lanes. Another action the General Plan has in place is to work with VTA evaluate transit-waiting environments to improve convenience and comfort. VTA Local Bus Route 60 runs along Winchester Boulevard with two stops within the TIP study area at Campbell Avenue. Weekday frequencies (headways) are 15 minutes during morning peak hours, 17 minutes during evening peak hours, and approximately every 30 minutes during off-peak hours Pedestrian Access to Transit Plan https://www.vta.org/sites/default/files/2019-08/FINAL- Pedestrian%20Plan-ACTION%20ITEM- 09-07-2017_0.pdf The Pedestrian Access to Transit Plan is a plan for Santa Clara County created by VTA. Due to the dispersed land uses in the County, with housing not located within walking distance to jobs and services, it is difficult to complete daily activities without a car. It takes an able-bodied adult about 20 minutes to walk a mile and is most often the maximum people are willing to walk for utility use. According to GoogleMaps, the distance between the Campbell Light Rail Station and Pruneyard Shopping Center is about a 12 minute walk. The plan states that Downtown Campbell consists of pedestrian-friendly urban design. It was stated that areas that have narrow roads, low traffic speeds, short blocks, a mix of destinations, interesting and engaging frontages, and high quality sidewalks contribute to a successful walkable location. Transportation Data https://data.vta.org/pages/ridership-by-stop The Campbell Light Rail Station going Northbound has an average of 290 daily boardings during the weekday and around 80 boardings on the weekends. This station has an average daily alighting of 30 during the weekdays and about 16 during the weekends. The Campbell Light Rail Station going Southbound has an average of 20 daily boardings during the weekday and around 4 boardings on the weekends. This station has an average daily alighting of 208 during the weekdays and about 25 during the weekends. The conclusion on these results indicate that most people traveling on the Light Rail are commuting to the north and returning at the same Station. Light Rail Station. The most used bus stops are located at the intersection of Campbell and Winchester. The bus stops at Campbell and Gilman, Orchard City and Central, and Civic Center and Central average less than 20 daily boardings and alightings. LEHD On the Map Tool DRAFT Sources City of Campbell Redevelopment Agency, City of Campbell Community Development Department, & City of Campbell Public Works Department. (2006, October 3). Downtown Campbell Development Plan & Standards. Retrieved from https://www.ci.campbell.ca.us/DocumentCenter/View/619/DowntownDevelopmentPlan? bidId= Campbell Community Development Department. (n.d.). City of Campbell Streetscape Standards. Www.ci.campbell.ca.us. Retrieved April 4, 2022, from https://www.ci.campbell.ca.us/DocumentCenter/View/168/Streetscape-Standards?bidId = City of Campbell. (n.d.). Downtown Campbell Parklet Program. campbellca.gov. Retrieved from https://www.campbellca.gov/1168/Downtown-Campbell-Parklet-Program. Community Design + Architecture, Fehr and Peers, & Mark Thomas. (2018, February). City of Campbell Priority Development Area: Transportation Improvement Plan. ca- campbell.civicplus.com. Retrieved from https://ca- campbell.civicplus.com/DocumentCenter/View/10443/Campbell-TIP_FINAL-v 3-2_with-appendix City of Campbell. (2015). General Plan. campbell.ca.gov. Retrieved from https://www.campbellca.gov/DocumentCenter/View/2664/General-Plan-2015 East Campbell Avenue Plan Line Project. (2020, July). City of Campbell. Retrieved from https://www.campbellca.gov/991/East-Campbell-Avenue-Plan-Line-Project DRAFT Biggs Cardosa Associates, Inc. (n.d.). East Campbell Avenue Portals Project. Retrieved April 2, 2022, from https://biggscardosa.com/index.php/projects/transportation/pedestrian-bicycle/campbell- avenue-portal -project City of Campbell. (2008). East Campbell Avenue Master Plan. https://www.campbellca.gov/DocumentCenter/View/146/East-Campbell-Master-Plan?bidId= City of Campbell. (2020). East Campbell Avenue Plan Line Project. Campbell, CA. Retrieved April 1, 2022, from https://www.campbellca.gov/991/East-Campbell-Avenue-Plan-Line-Project City of Campbell. (2021). Campbell Avenue/Railway Avenue Bike Box. Campbell, CA. Retrieved April 1, 2022, from https://www.campbellca.gov/1182/Campbell-AvenueRailway-Avenue-Bike-Box DRAFT DRAFT Appendix 6: Historic Preservation Historical Preservation recognition is awarded to properties within the city that have aesthetic, archeological, architectural, cultural, or historic significance that enhance the cultural enrichment, economic prosperity, health, and general welfare of the people. The City of Campbell has 147 structures designated as landmarks, historic districts, and structures of merit. • 19 properties are designated historic landmarks. • 36 properties are designated historic district properties. • 91 properties are designated structures of merit. There are twelve historic sites located in the core of Downtown Campbell: • Ainsley House Museum – 300 Grant Street • Lena Swope French House – 63 North First Street • 2nd Ainsley Home – 112 North Second Street • 1st Ainsley Home – 84 North Third Street • Campbell Union Grammar School/ Washington Tree – Campbell Avenue at Civic Center Drive and Winchester • Campbell High School/ Campbell Community Center – 1 West Campbell Avenue • Whitney House – 109 South Fourth Street • Serafino Manfre House – 106 East Campbell Avenue • James Henry Campbell House – 91 South Second Street • Alda Swope Blaine House – 73 South First Street • Cannery Housing/ Grizzle Court Duplex – 35-45 South First Street • Campbell Rodeck House – 231 East Campbell Avenue Figure 6.1- Ainsley House DRAFT Ainsley House was built in 1925. It is currently used as a museum. (300 Grant Street.) Figure 6.2- Map of Historic Places in Downtown Campbell Figure 6.3- List of Historic Places in Downtown Campbell There are approximately 25 structures in Downtown Campbell that are designated as structure of merit and landmarks. Street Number Street Name Name Type 51 Campbell Ave., E.None Landmark 231 Campbell Ave., E.George and Lina (Campbell) Rodeck House / Mortuary Structure of Merit 272-274 Campbell Ave., E.Campbell Country Woman’s Club Building Structure of Merit 287 Campbell Ave., E.Ski's Royal Furniture / ISLG Interior Showroom Structure of Merit 295-329 Campbell Ave., E.The Courtyard Structure of Merit 354 Campbell Ave., E.Mrs. Putnam’s Dry Goods Store Structure of Merit 360 Campbell Ave., E.Bank of Campbell Building (2nd) / Alie's Structure of Merit 365 Campbell Ave., E.Bank of Campbell Building (1st)/Farley Building -- Est by Ord. 1801 Landmark 381 Campbell Ave., E.Brick Barber Shop Structure of Merit 383-393 Campbell Ave., E.Downing Building Structure of Merit 384-394 Campbell Ave., E.Blaine Grocery Building Structure of Merit 400 Campbell Ave., E.Grower’s Bank Building/Gas Lighter Theater Structure of Merit 401-415 Campbell Ave., E.B. O. Curry Building Structure of Merit 412-416 Campbell Ave., E.Rock Shop / First Movie House / Post Office Structure of Merit 422-428 Campbell Ave., E.Sprouse-Reitz/Dr. Morgan Dentist Office Structure of Merit 1 Campbell Ave., W.Campbell Union High School / Community Center -- Est. by Ord. 1634 Landmark 200 Campbell Ave., W.Charles A. & Georgie (Fraiser) Jones House Structure of Merit 51 Central Ave., N.Historical Museum/Volunteer Fire House/First City Hall Structure of Merit 46 Central Ave., S.Farmer's Union Packing House (AKA 307 Civic Center Drive)Structure of Merit 93 Central Ave., S.George Hyde Co./Sunsweet Growers (AKA 300 Orchard City Drive)Structure of Merit 35 -45 First St., S.Grizzle Court Duplex Structure of Merit 90-94 First St., S.Campbell Water Company Tower and Pump House / Hyde Park -- Est. by Ord. 1831 Landmark 300 Grant St.Civic Center / Ainsley House -- Est by Ord. 1763- previously 116-130 Landmark 209 Railway Ave.Cannery Workers Dining Hall Structure of Merit 46 Second St., N.Earl & Ettie Eddleman House Structure of MeritDRAFT References Historic Preservation. (2018, March). City of Campbell. https://www.campbellca.gov/164/Historic-Preservation DRAFT Appendix 7: Placemaking Existing Programs & Policies in the City of Campbell Campbell has a variety of programs and policies designed to promote placemaking in the community. Existing programs and policies focus on art, signage, and spaces of community significance. Analyzing the existing policy framework allows us to identify gaps and create a comprehensive and vibrant plan for community placemaking within the project area. The City of Campbell Public Art Locations document (2006) shows the locations of documented public art as of 2006. The document records an image of the work, the type of art, location, history, artist name, and information about the artist (City of Campbell, 2006). The majority of the art works recorded in the document are centered around the orchard identity of the city, the water tower, notable community figures, and agricultural heritage (City of Campbell, 2006). Most of the artists are from the greater bay area (City of Campbell, 2006). The document provides valuable information for the existing network of public art in Campbell. However, the document urgently needs to be updated as many art programs (including “Art Outside the Box”) producing public works have been established since this document was produced. Furthermore, the community character has evolved since 2006 and the public art produced since has reflected the dynamic character. As a result, an inventory of public art should document the new themes represented throughout the community as they are more inclusive and representative of all residents. We will discuss these themes further when looking at the existing public art programs in Campbell. Source: Public Art Locations - City of Campbell (2006) https://www.campbellca.gov/DocumentCenter/View/622/Public-Art-Locations-in- Campbell?bidId= In order to more comprehensively look at the public art in Campbell, the 2006 inventory along with the locations of the “Art Outside the Box” utility boxes and existing murals have been added to a GIS map of the project area. This map allows us to determine where “hubs” of public art are located and candidate locations for future art installations. The heart of downtown along E. Campbell Avenue appears to lack public art and could become a focus area. The map will continue to be updated as more works are located and after the site visit on April 6, 2022. GIS Map Link https://arcg.is/1f8H9T1 DRAFT Figure 7.1: GIS Map of Public Art in the Project Area ,Downtown Campbell Source: https://arcg.is/1f8H9T1 Source: Art Outside the Box Locations Map https://www.google.com/maps/d/viewer?mid=1UGn9uXgbXnGByfZoswVOwq4asZw&oui d=0&ll=37.281 89189651994%2C-121.95466880000001&z=14 DRAFT Figure 7.2: “Fishin’ with Roger” Public Art Installation at the Campbell Community Center Source: City of Campbell, n.d. To create guidelines for the establishment of public art and a clear process for funding city owned public art, city council adopted policy 1.30 titled “Campbell Public Art Policy” (City of Campbell, 2016). This policy applies to art on city property that is viewable or accessible in the public right-of-way (City of Campbell, 2016). Under this policy, public art is required for city projects where design and construction exceed 1 acre in size (City of Campbell, 2016). Artists from Campbell will be prioritized when selecting candidates for public art projects (City of Campbell, 2016). This policy establishes a clear public art application procedure. This includes the application process, selection criteria, and a review and appeals process (City of Campbell, 2016). Additionally, this policy delineates the responsibility of maintenance and ownership to the city (City of Campbell, 2016). This policy provides a framework for adding public art to city owned properties. This policy has implications for any general and specific plans, such as the East Campbell Avenue Plan, and should be referenced when the city is incorporating art into projects on city owned land. When we make suggestions for the city, we need to reference this public art process to inform timelines, costs, maintenance, locations, and overall feasibility. Additionally, it is important to remember that this policy is only applicable to art on city owned land that is viewable or accessible from the public right-of-way (City of Campbell, 2016). Art on DRAFT privately owned property is not maintained or funded by the city. This can have implications for the long term durability and aesthetic quality of privately owned works of publicly viewable art. Source: Council Policy 1.30 - Policy on Public Art - City of Campbell (2016) https://www.campbellca.gov/DocumentCenter/View/5654/Council-Policy-on- Public-Art-?bidId= Wayfinding and signage is a vital part of community placemaking. As defined by the Seattle Department of Transportation (2019), wayfinding includes the techniques and methods that people use to navigate through space. A city that provides tools and assistance for navigating is defined as legible (Seattle Department of Transportation, 2019). The City of Campbell has implemented motorist-oriented wayfinding signage throughout the city (City of Campbell, 2019). These signs were designed to direct motorists to various locations throughout the city including landmarks, popular destinations, and city facilities (City of Campbell, 2019). These signs are a necessary addition for making Campbell more legible. However, there is a clear gap in the legibility of the city for those not in vehicles. This lack of pedestrian wayfinding has implications for future bike path and route networks. A pedestrian oriented wayfinding sign system should be explored to make the city more accessible by walking and by bike. Figure 7.3: Motorist Oriented Wayfinding Signs in Downtown Campbell Source: City of Campbell, 2019 DRAFT Source: Let’s Talk About Campbell - New Wayfinding Signs Installation in Progress - City of Campbell (2019) https://www.campbellca.gov/1070/Lets-Talk-About-Campbell In the last 10 years, the City of Campbell Civic Improvement Commission has focused on increasing public art programs in the city. The “Art Outside the Box” program was created to transform utility boxes into unique works of art and celebrate artists in the community (City of Campbell, 2018). This program engaged the community in beautification efforts to prevent vandalism (City of Campbell, 2018). The project was divided into four phases: Phase 1 (2015), Phase 2 (2016), Phase 3 (2017), and Phase 4 (2018) (City of Campbell, 2018). A total of 35 utility boxes were completed (City of Campbell, 2018). Eight of these boxes fall within the project area. Costs for completion of the boxes were funded by donations and sponsorships from local businesses and residents (City of Campbell, 2018). There is little information about funding for maintenance of the boxes and the status of the program as of 2022. Inventorying utility boxes within the project area to determine if this project could be reinstated would be a valuable next step. Source: Art Outside the Box - City of Campbell (2018)https://www.campbellca.gov/1246/Art- Outside-the-Box Figure 7.4: Utility Box completed in 2015 Source: City of Campbell, 2015 Figure 7.5: Utility Box completed in 2016 DRAFT The Wall mural program is another focus of the Civic Improvement Commission. The program aims to express community character and pride by transforming walls into art (City of Campbell, n.d.). The mural program is another mechanism for deterring vandalism. This program is funded in the same way as “Art Outside the Box” (City of Campbell, n.d.). The only mural that has been recorded under this program is the Inheritance mural located on the side of the Art Beats store (City of Campbell, n.d.). There is no clear timeline or goal for this program, unlike the “Art Outside the Box” program. The framework of this program could be used to guide art additions in candidate areas throughout the project area. Source: Wall Mural Project - City of Campbell (n.d.) https://www.campbellca.gov/1237/Wall- Mural-Project Lastly, the Stories for Solidarity program is the most recent public art program in Campbell. This program exhibits messages of solidarity on large art panels (City of Campbell, 2021). These panels were created in 2020 during the social justice movement following the murder of George P. Floyd, Jr. (City of Campbell, 2021). Local black, indigenous, and People of Color (POC) artists created the panels for display around San Jose (City of Campbell, 2021). The City of Campbell exhibited some of these panels at the Campbell Historical Museum from November 2021 to January 2022 (City of Campbell, 2021). The program incorporates social justice and art in a powerful way to create a sense of place and identity for all community members. Permanent installations from this program should be explored and the city should work with local artists from this program to create works for other public art programs in Campbell. Source: Stories of Solidarity - City of Campbell (2021) https://www.campbellca.gov/1244/Stories-for- Solidarity-Project References City of Campbell. (2016). Council Policy 1.30 Campbell Public Art Policy. Campbell, CA. Retrieved April 1, 2022, from https://www.campbellca.gov/DocumentCenter/View/5654/Council-Policy-on-Public-Art- ?bidId= City of Campbell. (2006). City of Campbell Public Art Locations. Campbell, CA. Retrieved April 1, 2022, from https://www.campbellca.gov/DocumentCenter/View/622/Public-Art-Locations-in- Campbell?bidId= City of Campbell. (2021). Stories for Solidarity Project. Campbell, CA. Retrieved April 3, 2022, from https://www.campbellca.gov/1244/Stories-for-Solidarity-Project City of Campbell. (n.d.). Wall Mural Project. Campbell, CA. Retrieved April 2, 2022, from https://www.campbellca.gov/1237/Wall-Mural-Project DRAFT City of Campbell. (2018). Art Outside the Box. Campbell, CA. Retrieved April 2, 2022, from https://www.campbellca.gov/1246/Art-Outside-the-Box City of Campbell. (2018). Art Outside the Box Locations Map. Campbell, CA. Retrieved April 2, 2022, fromnhttps://www.google.com/maps/d/viewermid=1UGn9uXgbXnGByfZoswVOwq4asZw&ouid=0 &ll=37.281 89189651994%2C-121.95466880000001&z=14 City of Campbell. (2019). Let’s Talk About Campbell: New Wayfinding Signs Installation in Progress. Campbell, CA. Retrieved April 1, 2022, from https://www.campbellca.gov/1070/Lets-Talk- About-Campbell DRAFT Appendix 8: Parklets Overview Parklets are an important element of the Downtown Campbell core. Parklets contribute to creating a vibrant pedestrian focused environment. Currently, the City of Campbell is working towards implementing a permanent parklet program with cohesive design standards. Secondary Sources Source: (Community Design + Architecture et al., 2018). Community Design + Architecture, Fehr and Peers, & Mark Thomas. (2018, February). City of Campbell Priority Development Area: Transportation Improvement Plan. ca- campbell.civicplus.com. Retrieved from https://ca- campbell.civicplus.com/DocumentCenter/View/10443/Campbell-TIP_FINAL-v3-2_wit h- appendix ● Create a pilot parklet program ○ Sponsor PARKing days when local businesses and residents can sponsor conversion of on-street parking ○ If temporary conversions are successful, create a program for permanent conversions similar to San Jose and San Francisco’s existing parklet programs; ○ Develop maintenance agreements for parking spaces converted to private use. Source: (City of Campbell, n.d.) City of Campbell. (n.d.). Downtown Campbell Parklet Program. campbellca.gov. Retrieved from https://www.campbellca.gov/1168/Downtown-Campbell-Parklet-Program. ● Parklet Program ○ Good Food. Clean and Safe. Fun Shops. Parklet Program ● Business Operations on Campbell Avenue ○ Parklets are installed in designated parking stalls on East Campbell Avenue. Business operations with a parklet require Encroachment Permits approved by the Public Works Department. DRAFT ○ ○ ● Operations on Public Sidewalks ○ Downtown businesses are permitted to operate parklet spaces if the public sidewalks provide enough space and provide access for pedestrians and people with disabilities. An Outdoor Display or Outdoor Dining Permit is required for the creation of our expansion to an existing dining area. ● Operations on Private Property ○ Businesses may expand their operations within private parking lots and private common areas adjacent to their business locations. ● Downtown Businesses ○ 42 downtown business (restaurants, retail, other commercial) ○ 11 total parklets, 40 parking stalls ■ 300 Orchard (5 stalls) ■ 201 Orchard (5 stalls) ■ Campbell Avenue at Third Street (2 stalls) ■ Second Street to Third Street (7 stalls) ■ First Street to Second Street (5 stalls) ■ Central Avenue to First Street (6 stalls) ■ Railroad Tracks to Central Avenue (10 stalls) DRAFT Discussion: Implications for Study Area The parklet program contributes to a vibrant downtown environment. Analyzing how the parklet program can be implemented at a more manageable scale and how the program impacts the pedestrian environment will be key to the development of the program. References: City of Campbell. (n.d.). Downtown Campbell Parklet Program. campbellca.gov. Retrieved from https://www.campbellca.gov/1168/Downtown-Campbell-Parklet-Program. Community Design + Architecture, Fehr and Peers, & Mark Thomas. (2018, February). City of Campbell Priority Development Area: Transportation Improvement Plan. ca- campbell.civicplus.com. Retrieved from https://ca- campbell.civicplus.com/DocumentCenter/View/10443/Campbell-TIP_FINAL-v3-2_wit h- appendix DRAFT