CC Resolution 11720i,
RESOLUTION NO.
ii~zo
BEING A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF CAMPBELL ADOPTING A TEXT AMENDMENT TO THE
CITY'S LAND USE AND TRANSPORTATION ELEMENT OF THE
GENERAL PLAN BRINGING IT INTO COMPLIANCE WITH THE
COMPLETE STREETS ACT OF 2008.
After notification and public hearing, as specified by law, on the proposed text
amendments to the Land Use and Transportation Element, and after presentation by the
staff, and opportunity by proponents and opponents to express themselves, the City
Council did determine that the adoption of the proposed text amendments to the Land Use
and Transportation Element are warranted based upon the following findings:
1. On January 15, 2013, the City Council of the City of Campbell (the "City Council")
adopted Resolution No. 11499 creating the "Complete Streets Policy of the City of
Campbell" which encourages and promotes the convenient and safe use of the City's
transportation network for all users including bicyclists, pedestrians, persons with
disabilities, public transit users, movers of goods and services as well as motorists.
2. Assembly Bill 1358 known as the "Complete Streets Act of 2008" requires,
commencing on January 1, 2011, that a city, upon any substantive revision of their
circulation element of their General Plan, modify their circulation element to plan for a
balanced, multimodal transportation network that meets the needs of all users of
streets, roads and highways.
3. One Bay Area Grant (OBAG) is a federal grant program administered by the
Metropolitan Transportation Commission (MTC) and the Santa Clara Valley
Transportation Agency (VTA) providing funding for local transportation infrastructure
improvements. The MTC has established a condition of grant fund eligibility that _
requires cities to have their circulation elements in compliance with the Complete
Streets Act of 2008 by no later than January 1, 2015.
Based upon the foregoing findings of fact, the City Council further finds and concludes
that:
1. The City Council supports the convenient and safe use of the City's transportation
network for all users in hope of encouraging alternative transportation options that will
reduce motor vehicle traffic congestion and greenhouse gas emissions and finds that
the proposed text amendments to the Land Use and Transportation Element of the
General Plan are in substantial compliance with the Complete Streets Act of 2008.
2. The Land Use and Transportation Element is internally consistent with the six elements
of the General Plan.
City Council Resolution
Approving Text Amendment to the LUTE of the General Plan
Page 2
3. The Custodian of the Record for the Land Use and Transportation Element is the City
Clerk of the City of Campbell, located at 70 North First Street, Campbell, California.
4. The Planning Commission of the City of Campbell adopted a resolution on January 22,
2014 recommending that the City Council make a Negative Declaration pursuant to the
California Environmental Quality Act finding that the proposed text amendments will not
have a detrimental affect on the environment and that the City Council approve the text
amendments to the Land Use and Transportation Element of the General Plan bringing
it into compliance with the Complete Streets Act of 2008.
NOW THEREFORE, IT IS HEREBY RESOLVED by the City Council of the City of
Campbell that the attached Land Use and Transportation Element of the General Plan of
the City of Campbell be adopted.
PASSED AND ADOPTED this 19th day of August, 2014, by the following roll call vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
ABSTAIN: COUNCILMEMBERS:
Baker, Low, Kotowski, Cristina, Waterman
None
None
None
APPROVED
ATTEST:
Anne Bybee, City Clerk
1M W
Ri hard M. Waterman, Mayor
Land Use and Transportation
INTRODUCTION
Campbell has an ideal layout, with a traditional Downtown in the heart of the city, a
natural creekside trail used by pedestrians and bicyclists both recreationally and for
commuting, a beautiful collection of parks, a community center on a historic campus, a
mix of housing types and a variety of shopping facilities that are accessible to
neighborhoods and employment centers. Campbell enjoys a nearly perfect balance
between the number of jobs and workers within its borders. Campbell's attractive living
environment is enhanced by its central location in the Bay Area, and extensive regional
transportation network including the Vasona Light Rail. Regional mobility is important
because Campbell's location affords residents, visitors and employers convenient access
to all parts of the Silicon Valley and the San Francisco and Monterey Bay Areas. Several
freeways serve Campbell for regional mobility including: Highway 17 (which is the
southern extension of Interstate 880), Highway 85 to the south and Interstate 280 to the
north. These highways provide excellent north-south and east-west regional automobile
access. Campbell has only a few arterials throughout the City to handle peak hour traffic.
Difficulties arise as some commuters use residential streets during peak commuter
periods in efforts to bypass freeway or arterial traffic.
The Land Use and Transportation Element outlines the community's aspirations and
vision for maintaining the ideal layout of the physical environment, while integrating new
development sensibly into the existing fabric of the community. 'The function and
physical appearance of streets and buildings within Campbell shapes the image of the city
and reflects its community pride and values. The Land Use and Transportation Element
identifies goals, policies and strategies that define preferred land uses and development
standards that will enhance the function and physical appearance of the community,
accentuate Campbell's traditional small town environment and provide greater
accessibility and mobility through amulti-modal circulation system that is balanced; safe,
convenient, and available to all users including pedestrians, bicyclists, those with
disabilities, and transit users within and between Campbell's neighborhoods and
community facilities.
The goals, strategies and policies encourage well-landscaped, attractive and functional
development, connected through a network of transportation alternatives that tie the
community together, ideally resulting in an overall reduction of automobile traffic,
carbon emissions and land use conflicts. The goals and policies are intended to promote
and implement alternative transportation options while ensuring that appropriate levels of
automobile traffic occur on the streets for which they were designed; and that traffic
resulting from commercial and industrial development does not adversely infringe upon
residential neighborhoods.
The Land Use and Transportation Element also encourages integration of traffic calming
techniques in areas not intended for faster through traffic. At the same time, this Element
seeks to enhance mobility by working with neighboring cities and the Valley
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Transportation Authority to implement and operate facilities of regional significance,
such as arterials and expressways as well as regional public transit. The Element
identifies goals and policies that will enhance Campbell as a qua]ity place to live, work
and play.
The Land Use and Transportation goals .and policies haimonize with the community
vision and community goals, which are to encourage a safe, clean, comfortable and
healthy environment; a physically connected and involved community with a strong
sense of identity; attractive residential neighborhoods and business districts; a friendly,
small-town atmosphere; and a fiscally self-reliant City government with effective basic
municipal services.
The Land Use and Transportation Element lays out a vision of the distribution, location,
and intensity of all land uses, and the transportation network for moving people, goods
and services within the city -not just what they are now, but what they will be in the
future. This Element satisfies the State requirement for both the Land Use and
Circulation Elements. The Land Use and Transportation Element will focus on:
• Population characteristics
• Land Use (Land Use Diagram, Land Use Categories)
• Transportation (Roadways, roadway maintenance, the Neighborhood Traffic
Management Program, Complete Streets policies and practices, Street Lighting,
Parking, Traffic Volumes, Bicycle and Pedestrian Transportation, Public Transit,
and disabled access)
• Community Design (Neighborhoods, Gateways/Boundaries, Streets and Public
Improvements, Historic and Cultural Resources, Land Use Compatibility,
Amenities, Open Space and Community Linkages, Access to Development, and
Building and Site Design)
• Area Plans (Pruneyard/Creekside Commercial District, North of Campbell
Avenue, South of Campbell Avenue, San Tomas Area Neighborhood, Campbell
Redevelopment Area, Downtown, Downtown Neighborhoods)
• Goals, Policies, and Strategies(Regional, City-Wide and Neighborhoods)
POPULATION
Campbell's population has grown steadily over the past three decades. When Campbell
incorporated in 1952, the population was approximately 7,800. By 1970, the City's
population doubled. During the early 1980s, the City annexed land in the San Tomas.
neighborhood, and by the 1990 U.S. Census, the population count for the City of
Campbell was 36,048. The 2000 U.S. Census population count is 38,138.
The proposed General Plan at buildout would accommodate a population level of
approximately 41,825, or 9.7 percent over 2000 levels, as shown in Table LUT-1:
Historic and Projected Population. This population increase would be generated from the
potential increase of 1,600 housing units, concentrated mainly on mixed-use
redevelopment sites along light rail transit corridors and infill development.
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Table LUT-1:
Historic and Projected Population
1980 1990 2000 2020
Population 26,910 36,048 38,138 41,946
Percent Increase 34% 5.8% 10
1: Assuming the development of 1,600 housing units at 2.38 persons per household by 2020.
The population could vary depending on the actualnumber of persons per household.
Source: U. S. Census, California Department of Finance.
Non-residential building space in Campbell will increase nine percent from an estimated
10.2 million squaze feet to nearly 11.2 million square feet, as showri in Table LUT-2:
General Plan Buildout Projections for Non-Residential Floor Space. This results from
application of average assumed densities and floor area ratios (shown in Appendix B) to
vacant sites and areas with potential redevelopment/intensification opportunities.
Table LUT-2:
General Plan Buildout Projections for Non-Residential Floor
Land Use Existing (sq. ft.) Projected Net New Building Area Total (sq. ft.)
at General Plan Buildout (sq. ft.)
Auto-related 413,011 (115,223) 297,788
Retail/RestauranUHotel 2,813,528 167,392 2,980,920
Industrial 2,529,444 (64,888) 2,464,556
Prof Office 3,002,303 986,924 3,989,227
Parking Structures 419,500 - 419,500
Quasi-Public 1,058,072 (34,116) 1,023,956
Total 10,235,857 940,089 11,175,946
The time at which full development ("buildout") will occur is not specified in or
anticipated by the Plan; Therefore, the levels of "buildout population" maybe reached in
a 15-25 year period. Designation of a site for a certain use does not necessarily mean that
the site will be built/redeveloped with the designated use over the next 8-10 years, the
horizon of the Plan.
LAND USE
Campbell is a predominantly built-out community. Many believe there is little room for
growth or change in the physical environment due to the scazcity of vacant land.
However, land use is dynamic and change is constant from within and without. Guiding
change in an effort to maintain the quality of life in Campbell is a challenge. ht making
land use decisions, the City's decision makers must consider which land uses will best
serve the public interest, while allowing property owners reasonable property use.
Maintaining this balance has always been a primary function of land use planning.
Land for the development of homes has become scazce within the City. As a result of
increasing demand for homes in the City and the Santa Clara Valley as a whole, the City
is feeling the pressure to develop the maximum number of units on each site. The
character of some neighborhoods has been affected by this intensification trend, and as a
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result, the land use category of some neighborhoods has been changed to a lower density
to reflect the existing housing types. Conversely, some neighborhoods have been
identified as areas where density can increase due to factors such as proximity to light-
rail. In those areas the land use category on the General Plan Diagram has intensified.
As the City has limited resources in terms of vacant land, there are no plans to locate
solid and liquid waste disposal, including hazazdous waste facilities, within the City of
Campbell boundaries. The City participates with Santa C1ara.County and the cities
within Santa Clara County to site solid and hazardous waste facilities in appropriate
locations where they will not pose nuisance and health threats .to the population, and
where the potential for groundwater contamination and air pollution is minimized. See
the Health and Safety Element and the Conservation and Natural Resources Element for
more information.
Some land within the City of Campbell is located in special flood'hazard areas. The land
adjacent to the Los Gatos Creek, San Tomas Aquino Creek and Smith Creek may be
designated as "Areas of 100-year flood" by the Federal Emergency Management Agency:
In areas with flood potential; the City ensures that new construction meets State and local
standards for construction as mandated by the Uniform Building Code. For more
information on Flooding, see the Health and Safety Element.
Tlie Land Use Diagram
Campbell's General Plan Land Use and Transportation Diagram is a graphic
representation of the policies set forth in the Land Use and Transportation Element. The
Diagram has the following major land use categories:
• Residential
• Industrial
• Commercial/Office
• Public/Government Facilities
• Mixed-use and Special Planning Areas
Each of these categories is divided into subcategories, based on density and land use type.
The various land use categories are applied to geographic land areas within the
community, to indicate which land uses the City believes will be the most appropriate at
that location.
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Land Use Categories
Residential Development
The quality and livability of existing residential neighborhoods are often intangible
elements, but they are important to community life. The General Plan focuses on
enhancing neighborhood character, attracting quality development and providing
opportunities for neighborhood interaction. The compatibility of residential development
is determined by such factors as housing density, lot size, lot configuration, building scale
and type, and building design. It is a goal of the City to maintain a variety of residential
land use options. The various residential designations are as follows:
Low-Density Residential (Less than 3.5 units per gross acre): Development at
this density is most often in the form of single-family detached homes on large
lots (typically 10,000 square-foot lots or larger). The allowable density of less
than 3.5 units per acre results in a population of approximately one to nine
persons per acre.
Low-Density Residential (Less than 4 5 units per dross acre): This designation
also provides for detached single-family homes on larger lots (typically 8,000 to
9,000 square- foot lots). The allowable density of less than 4.5 units per acre
results in a population of approximately one to 11 persons per acre.
Low-Density Residential (Less than six units per Qross acre): This designation
provides for detached single-family homes (on lots that are typically 6,000 square
feet). The allowable density of less than 6 units per acre results in a population of
approximately one to 15 people per acre.
Low-Medium Density Residential: The low-medium density residential category
permits a range of 6 to 13 dwelling units per gross acre. Developments at this
density consist generally of duplexes, small apartment buildings, and small lot
single-family detached homes when the PD (Planned Development) Zoning
Designation is utilized. The allowable density of 6-13 units per acre results in a
population of approximately 15 to 32 persons per acre.
Medium Density Residential: The medium density residential classification on the
land use plan permits a range of 14 to 20 units per gross acre, which results in a
population of approximately 35 to 49 persons per acre. Historically, new
development at this density has been in the form of apartments, condominiums
and townhouses.
Hieh Density Residential: The high density residential category permits from 21
to 27 units per gross acre. Developments at this density consist generally of
apartments and condominiums, and similar types of residential uses. The
allowable density of 21 to 27 units per acre results in a population of.
approximately 52 to 67 persons per acre.
Mobile Home Park: The Mobile Home Park category was created to discourage
the conversion of several functioning mobile home parks to other uses, since
mobile home parks have traditionally provided low-to-moderate income housing
for Campbell residents. The allowable density is 6 to 13 units per gross acre,
which results in a population of approximately I S to 32 persons per acre.
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Commercial Development
Commercial designations have a broad range of uses." Retail and service business,
professional offices, banks, restaurants, and .similar types of uses are allowed in
commercial zones. Floor Area Ratios (FARs) in Commercial designations vary by
Special Project Area. Special Project Areas are discussed beginning on page LUT-32.
The visual quality of commercial streets is enhanced when buildings form astreet-wall,
by extending them along the street. Through good design, commercial building
placement and scale can enhance the image of the community. Visual quality is also
improved through appropriate 'and complementary building scale, which means the
relationship of new development to existing buildings.
In Campbell there are four commercial designations as follows:
Central Commercial: The Central Commercial designation is used for the heart of
Campbell inc]uding parts of Campbell and Winchester Avenues in Downtown
Campbell. This area is intended to provide shopping, services and entertainment
within a pedestrian oriented, urban environment. Building forms in this
designation edge the street and should include retail commercial uses on the
ground floor with either office or residential uses on the second and third floors.
For more information on the Downtown area, refer to the Downtown Area Plan in
Appendix A.
General Commercial: This category permits commercial uses that need exposure
to high volumes of automobile traffic or access to transit corridors. Most of the
land in Campbell that is designated for General Commercial is located along both
sides of Bascom and Hamilton Avenues and parts of Winchester Boulevard.
Commercial development in these areas is highly visible, hence the placement and
scale of buildings is especially important to the community image.
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The building forms should typically frame the street, with parking lots either behind or
under the building. Auto related uses, such as auto repair, aze not allowed to locate in the
General Commercial areas.
Neighborhood Commercial: The Neighborhood Commercial category is designed
to encourage the location of commercial uses at major intersections in residential
areas. Neighborhood Commercial uses accommodate small-scale, lower intensity
commercial and office uses that provide goods and services to the adjacent
residential neighborhood and are accessible by automobile, bicycle, transit, and
by foot. Neighborhood Commercial areas should be designed to encourage
convenient pedestrian and bicycle travel to and from surrounding neighborhoods.
The architecture of the buildings should be compatible to the neighborhood.
Grocery stores, pharmacies, restaurants, laundries and personal services are
examples of neighborhood commercial uses.
Professional Office: The Professional Office land use designation permits
administrative, professional and research uses that may provide a customer
service or be more corporate in nature. Office uses are dispersed throughout the
City, since they are permitted in most non-residential zoning districts. Because
office uses generally have a less intense impact on adjacent land uses than other
commercial uses, they often provide a buffer between residential and commercial
or industrial uses. Location and design of office developments should include
proximity to transit lines and connections to light rail as well as bicycle routes.
Mixed-Use
Within the City of Campbell, there are several areas where a mix of uses is encouraged.
Adding residential development along some of the City's commercial corridors will
create activity along the street, provide a variety of housing types near work and
shopping, and enhance public safety. This strategy ensures safer, more viable
commercial areas with the mixed-use residents providing around the clock "eyes and
ears" for greater safety and helping to ensure the viability of the commercial uses. Also,
mixed-use development should be located next to sidewalks or landscape setback areas
adjacent to the public street to enhance visibility, pedestrian and bicycle access and
interaction .with the commercial uses. The maximum floor area ratios (FAR) are
contained in specific land use policies for each project area. Residential densities will not
be counted against the allowable FAR to provide incentive to developers to construct
housingnear employment centers and public transit.
Several of the areas designated for Mixed-Use Development aze part of Area Plans such
as the North of Campbell Avenue Area Plan (NOCA) and South of Campbell Avenue
Area Plan (SOCA) which are within one-half mile of either the Downtown Campbell or
Winchester light rail stations. Development Standards will be created for many of the
mixed-use designations listed below.
The General Plan contains four categories of mixed land uses:
Low-Medium Density Residential and/or Professional Office: This designation
occurs primarily near Downtown, where there is a need for office uses to buffer
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the single- family homes from commercial impacts. Many parcels designated
with the Low-Medium Density Residential and/or Professional Office category
have homes that are on the Historic Inventory. These homes may be converted to
office use, however the character of the historic homes and the single-family
residential neighborhood should be maintained.
Medium to Hieh Density Residential and/or Commercial: This Land Use
Designation occurs near Downtown, in the South of Campbell Avenue Area
(SOCA). These parcels primarily front Railway Avenue, Dillon Avenue and
Gilman Avenue and are zoned higher densities purposefully near the Light Rail to
encourage residents to get out of their cars and use public transit. The General
Plan identifies these parcels for commercial or a mix of uses, promoting
commercial on the ground floor and residential above, similar to the uses along
Campbell Avenue in Downtown Campbell. The SOCA p]an identifies maximum
floor area ratios and minimum lot sizes for this area.
Residential /Commercial /Professional Office: There are several areas within the
City with this designation including the NOCA area, several parcels on Hamilton
Avenue west of San Tomas Expressway and areas along the Vasona Light Rail
line. The Residential /Commercial /Professional Office Designation is intended
to provide a residential component to traditional commercial and/or professional
office uses. The intent of this designation is to maintain the commercial and
office uses on the ground floor, with residential on the upper floors. Development
standards will be created for these areas regarding minimum lot coverage and
floor ratio requirements. The Development standards will also ensure quality site
design (e.g. encouraging building placement toward the street edge and parking in
the rear or underneath).
Commercial and/or Light Industrial: This area is located on Old Camden Avenue,
southeast of Winchester Boulevard, in the SOCA planning area. The Commercial
and/or Light Industrial designation is intended for service commercial type uses.
Auto repair facilities and similar uses are encouraged to locate in this area.
Industrial Development
Industrial development in Campbell is located primarily along Dell Avenue, the
McGlincey Lane area and Old Camden Avenue. Uses in Campbell's industrial areas
include research and development, small start-up companies, warehouses, and auto
repair. Buildings vary in size and appearance. Nearly all of Campbell's industrial-land is
built-out. The City seeks to upgrade the function and appearance of these industrial areas
by encouraging high quality development. The City maintains two industrial
designations as follows:
Research and Development: This designation accommodates campus-like
environments for corporate headquarters, research and development facilities and
offices. The Research and Development designation accommodates uses such as
incubator-research facilities, testing, packaging, publishing and printing.
Light Industrial: This designation is intended to provide and protect industrial
lands for a wide range of light manufacturing, industrial processing, general
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service, warehousing, storage and distribution and service commercial uses, such
as automobile repair facilities. Industries producing substantial amounts of
hazardous waste or odor and other pollutants are not permitted. Businesses
serving commercial uses such as food services or office supply would be allowed
as ancillary uses, subject to appropriate standards.
Institutional
The General Plan provides for civic, social service, educational, cultural or charitable
uses operated by a government or private agency serving the public under the category of
Institutional. The term institutional can include facilities owned or operated by a private
organization, such as a private school or religious organization, as well as facilities
owned or operated by a public entity, such as public buildings and grounds.
The City operates a variety of facilities for its citizens, including the Civic Center
complex, the Community Center, Adult Center, and the Campbell Historical Museum.
More information on these facilities can be found in the Open Space, Parks and Public
Facilities Element of the General Plan.
Open Space
This designation provides for a variety of uses of land that include areas of natural
resources, recreation and areas of enjoyment of scenic beauty, such as parks, creeks and
trails. Historically, Campbell contained large expansive open space in the form of orchard
land. Today, however, there is no land devoted to commercial agriculture, though non-
commercial agricultural uses aze allowed in areas designated for residential and open
space land uses. More information on Open Space can be found in the Open Space, Parks
and Public Facilities Element of the General Plan.
TRANSPORTATION
The object of a community circulation system is to provide its users safe, efficient and
convenient navigation of the transportation system, regazdless of the mode of
transportation. The Complete Streets Act of 2008 requires cities to accommodate safe and
convenient travel for all users including bicyclists, pedestrians, transit users, and people
of all ages and abilities to reduce automobile traffic congestion and greenhouse gas
emissions, while enhancing recreational and healthier alternatives for travel. For purposes
of this document, travel is defined as moving people, goods, and services by means of
multiple .modes of transportation including motorized vehicles, public transit, bicycle,
walking and wheel chair. The roadway system is the foundation for moving people,
goods and services within and through Campbell. Its right-of--way provides the
opportunities for growing and enhancing mobility options while "leveling the playing
field" when it comes to providing bicycle, pedestrian and transit opportunities.
Transportation is a complex web of travel modes, operators, and behaviors. Historically,
traffic and transportation policy has emphasized the convenience and priority of the
automobile. However, recent State and regional land use policy has emphasized the need
to stress alternative modes of transportation in its efforts to alleviate traffic congestion
and improve air quality. The transportation component of this Element is intent on
establishing policy that will integrate pedestrian, bicycle, auto, and public transit into a
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unified system that balances all modes of transportation for all users in a convenient, safe
and effective manner.
In planning a transportation network, the street system, provides the framework for
organizing the various modes of travel and establishing a blue print fdr how that system
will be used. The City's inventory of streets is classified based on capacity and intended
purpose under the appropriate transportation mode which is designed in a safe, efficient
and convenient manner. Table LUT-3 categorizes the City's street system.
Table LUT-3: Transportation Network Classi£cations
CrzteQnn> Function
Freeways Freeways are designed to be high-speed, high-capacity facilities with limited
access and grade separations at cross streets. The primary function of
freeways is to provide high mobility for regional and countywide motorized
travel. Freeways are designed, operated, and maintained by the State of
California. Both Highways 17 and 85 traverse Campbell.
Expressway Expressways are major divided arterials with access limited primarily to grade
separations and at-grade intersections. The purpose of expressways is to serve
countywide trips. Expressways are generally designed, operated, and
maintained by the County of Santa Clara. San Tomas Expressway, the only
expressway in Campbell, is also used for bus transit and bike travel. Bike use
is available in both the northbound and southbound directions. The
expressway is not used for pedestrian travel, except for access to transit stops.
Arterial Arterials are major multi-lane streets that primarily function to serve through
traffic for inter-city and intra-city trips. Arterials also provide access to
adjacent properties. Both bike routes and bike lanes can be found on arterials
along with ADA accessible pedestrian sidewalks for access to commercial
services.
• Class I arterials generally have little on-street parking and serve major
bus routes such as Hamilton and Bascom Avenues.
• Class II arterials generally have on-street parking and serve major bus
routes such as Campbell Avenue and Winchester Boulevard.
LUT-13
Collector Collectors are low- to medium-speed two-lane or multi-lane streets that serve
to collect and charmel local traffic to arterials and to distribute arterial traffic
onto local streets. Collectors provide mobility and land access via driveways
and on-street pazking. Collectors serve bus routes, bicyclists and pedestrians
and provide transit opportunities.
• Commercial/Industrial Collectors have adjacent commercial and
industrial land uses.
• Residential Collectors serve the residential neighborhood they
penetrate.
Local Access Local streets are low-speed two-lane streets that provide direct access to
abutting ]and uses. Local streets provide the lowest level of mobility and
usually serve no bus routes. Local streets aze used for bicycle and pedestrian
circulation connecting neighborhoods with services and recreational
amenities.
Private Lane Private streets are low-speed access streets that provide direct access to
properties within a particulaz subdivision or development. Private streets are
maintained and operated by Home Owners Associations or individual private
landowners.
Bike Path Bike Paths are paved facilities that aze physically separated from roadways
used by motor vehicles ,by space or a physical barrier and are designated for
bicycle use. The Los Gatos Creek Trail falls in this category. (Class I)
Bike Lanes Bike Lanes are lanes on the outside edge of roadways reserved for the
exclusive use of bicycles, so designated with special signing and pavement
markings. (Class II)
Bike Routes Bike Routes are roadways recommended for use by bicyclists and often
connect roadways with bike lanes and bike paths. Bike routes aze designated
with signs. (Class III)
Pedestrian Mobility
The City of Campbell prides itself on its small town character and its unique sense of
place. This is reflected best in the downtown core and its surrounding neighborhoods.
The lifestyle and ambiance of the downtown area is a slice of traditional "Americana"
where locals often stroll to their favorite downtown restaurant, summer concert series or
neighborhood park. What is conspicuously distinctive about a district like the downtown
is the convenience and enjoyment of being able to walk to destinations and services.
Having a safe and convenient network of pedestrian routes encourages community
LUT-14
interaction, health and minimizing the use of motorized vehicles which tend to isolate a
community while contributing to traffic congestion and carbon emissions.
The City has extended this formula to areas outside the downtown core, including the use
of bulb-outs, pedestrian level street lighting, wide sidewalks and pedestrian-oriented
development as exemplified in the East Campbell Avenue Master Plan and the
Winchester Boulevard Master Plan. These. area plans promote the extension of
pedestrian oriented development and infrastructure throughout the Priority Development
Area (PDA) where pedestrian connections to services and transit stations serve as a
fouridation for development.
While some industrial areas and older commercial areas lack acceptable pedestrian
connectivity, the City is looking to further the ideals of pedestrian circulation throughout
the City and its neighborhoods as opportunities arise in the development review process
as well as the City's annual Capital Improvement Program (CIP). Through development
policies and a proactive CIP process, existing neighborhoods and districts can be
retrofitted with pedestrian paths of travel to improve connections and safety for school
children, older adults, and residents wanting to access services, parks and transit stations.
Goals and policies have been developed that encourage pedestrian connections
throughout the City, by encouraging connected, interesting site design. As Special Area
Plans are developed, they will need to be reviewed to ensure their policies are consistent
with Complete Streets strategies as well.
Bicycle Mobility
Since the City is only six and a half square miles in area and geographically flat,
traversing the City of Campbell by way of bicycle is an available transportation option
for most. The City's goals are to provide a network of bike lanes, routes and paths within
its street system to encourage and serve a broad range of bicycle abilities. The City has in
place a Bicycle and Pedestrian Advisory Committee that advises the City Council on
bicycle mobility policy. The City employs over 30 miles of bike routes and lanes, and the
Los Gatos Creek Trail provides a Class I bike path for both commuters and recreational
use through the City. The. City is committed to developing a comprehensive bicycle
transportation network linking existing and planned regional networks in order to expand
the breadth of opportunities for bicycle users.
Bicycle facilities include bike paths, bike lanes and bike routes:
• Bike Paths are paved facilities that are physically separated from roadways used
by motor vehicles by space or a physical barrier and are designated for bicycle
use.
• Bike Lanes are lanes on the outside edge of roadways reserved for the exclusive
use of bicycles, so designated with special signing and pavement markings.
• Bike Routes are roadways recommended for use by bicycles and often connect
roadways with bike lanes and bike paths. Bike routes are designated with signs.
Figure LUT-4 depicts the locations of the existing and proposed bike lanes, bike paths
and routes. There are links between Campbell bikeways and bikeways in the neighboring
cities of San Jose, Los Gatos and Saratoga. Santa Clara County allows bicycles on all
expressways including San Tomas Expressway. The Los Gatos Creek Trail provides a
LU7 -1J
north-south connection linking Campbell to San Jose to the north and Los Gatos to the
south.
Public Transit
In order to provide mobility to the greater region, Campbell must have a transportation
system that provides choices for multiple methods of travel that are available to all facets
of the community with good connectivity to all destination points, both within [he City
and beyond. This mobility will be enhanced by a variety of methods including the
extension of local and regional public transit serving as an essential component of a
comprehensive transportation system by providing an affordable alternative to the
automobile, and reducing traffic congestion and carbon emissions. The City of Campbell
enjoys three light rail stations along the Vasona Light Rail Corridor, including stations at
Hamilton Avenue, Downtown Campbell and Winchester Boulevard. Additionally, the
City has access to extended bus service, and para-transit for the elderly and disabled, all
operated by the Santa Clara Valley Transportation Authority (VTA).
These regional measures will be linked to and coordinated with the City's existing
circulation system so that Campbell's residents and business community will have
excellent mobility both within the City and to destinations beyond. The challenge in
providing this mobility will be protecting the heart of the community and its internal
connectivity by breaking physical impediments and bamers such as those posed by
freeways and expressways, with connective elements such as trails and over crossings.
The Land Use and Transportation goals and policies will identify strategies to encourage
a greater range of transportation options that are widely used by making them safer, more
-- - - - accessibleand-more efficient.
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LUT-18
Roadway Maintenance
The City maintains or contracts maintenance of all improved public streets, associated
signs and striping. The City uses a Pavement Management System to identify and
prioritize major. preventive and corrective maintenance needs. All City streets are
surveyed and rated on a biennial basis. Maintenance needs are identified by measuring
observed pavement.conditions against a City standard for system-wide average pavement
surface conditions and standards establishing road repair strategies with the condition
rating for individual street segments. Depending on the rating of a specific street,
differing repair approaches ranging from patching to reconstruction may be required.
Larger resurfacing jobs are usually contracted out to private contractors, with City crews'
primarily handling preventive maintenance such as crack sealing and filling potholes.
Street, roadside azea, parking district, walkway and. bike path cleaning are ongoing City
services. Street cleaning of Downtown streets occurs twice per week. Arterials are
cleaned once a week and other improved streets .are cleaned two times a month, in
addition to an as-needed or requested basis.
The Neighborhood Traffic Management Program
The Neighborhood Traffic Management Program (NTMP) is essentially a set of
guidelines by which the public and City staff can work together to improve neighborhood
livability by managing speeding and cut-through traffic on residential streets. The NTMP
develops procedures for addressing neighborhood traffic issues, defines what speeds and
cut-through traffic volumes are considered excessive, and creates a toolbox of acceptable
neighborhood traffic calming strategies for managing traffic speeds and volumes.
Street Lighting
The City maintains an extensive system of streetlights for the purpose of pedestrian and
vehicle way lighting and to reduce the likelihood of crime. City owned lights on arterials
and in city-owned parking lots are routinely surveyed for maintenance needs. The City
also monitors new lighting technologies and circuiting techniques to reduce energy and
maintenance costs.
Parking
The City regulates parking on City streets and maintains several public parking lots.
Most residential streets have no parking restrictions, however some street pazking spaces
in Downtown have time limitations. All parking on City-owned lots and streets is
currently free. The City imposes minimum on-site pazking requirements for private
development, and more lenient standards for businesses in Downtown due to the ability
to share parking. Parking standards for new or expanded development projects are
defined in the Campbell Municipal Code. These standards are occasionally modified in
response to new or changed conditions, such as new land use types or changing parking
demands. The City's parking standards aze comparable to other jurisdictions.
In the 1970s, large cannery/wazehouse buildings in Downtown were converted to office
uses, creating additional parking demand as a result of the intensification of the use. A
municipal bond was issued to build a parking structure for these large office and
commercia] buildings in Downtown to satisfy parking demand caused by the conversions.
LUT-19
Since that time, parking demand in the Downtown area has been increasing as other
shops, restaurants, and offices continue to intensify and become more popular. In 1999
the City provided 95 new parking spaces along Civic Center Drive and Orchard City
Drive to ease parking demand. In 2002, a 300 space public parking structure was built in
the downtown. The Downtown Development Plan (Appendix A) outlines goals and
policies for providing adequate parking in Downtown, maximizing the use of existing
and future parking resources and encourages the joint utilization of pazking. The City is
continually looking for creative ways to increase the supply of pazking due to increased
demand in the Downtown area.
The City's adoption of the California Green Building Standards in 2011 includes
requirements for both short and long term bicycle parking in new developments. The City
has also provided- public bike racks in the Central Commercial District where pedestrian
and bicycle travel is most prevalent. Future public works projects within the Priority
Development Area will examine the need for new or additional public bike racks.
Traffic Volurnes
Campbell's Land Use and Transportation Plan .control the intensity of development,
based on the capacity of the street network to carry traffic, incorporating measures that
protect the heart of the community and residential areas from through traffic. The term
"traffic carrying capacity" is subjective. Its definition is based on the desired maximum
road width and number of travel lanes and the "level of service." Level of service is a
measurement that determines the level of traffic congestion on a given roadway (for a
more complete description of traffic technical criteria and terminology, please refer to the
Technical Appendices). The General Plan links existing and future land use activities
with the existing and future street improvements, and other transportation systems, so that
an acceptable level of service can be provided to the residents and businesses of
Campbell. '
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LUT-21
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LUT-22
COMMUNITY DESIGN
Campbell contains many community assets and activity areas that enhance the City's
distinctive character and sense of place. These elements, such as commercial corridors,
residential neighborhoods, natural and historical resources, and- public improvements,
provide opportunities for community pride and an enhanced quality of ]ife.. Campbell's
central position in the Valley provides both excellent accessibility and beautiful views of
the surrounding hillsides.
In 1991, Campbell's Community Design Study was prepared, which identified the major
components of community form that is comprised of the existing and desired character of
the City. The Study also identified the role and characteristics of the various components
of community form as well as appropriate design strategies to enhance the City's image.
In general, the design strategies of the Community Design Plan seek to encourage high
quality development, which integrate the goals of the City as a whole. Many of the ideas
presented in the Community Design study are presented in this section.
This section discusses the enhancement of the overall community life and character
through the strengthening of neighborhoods and by the use of gateways, streetscapes,
historic and cultural resources, interrelationships of land uses, multi-modal linkages and
access, and building and site design. The Community Form Diagram illustrates the
essential components of community form that make Campbell such a special place to
live.
LU 1-15
City of Campbell
Community form Diagram
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LUT-24
Priority Development Area
In 2007, the City established a Priority Development Area (PDA) under the regional
planning initiative called FOCUS implemented by the Association of Bay Area
Governments (ABAG). FOCUS is intended to further the development of self sustaining
communities by bringing housing closer to public transit and services in order to reduce
automobile traffic resulting in lower greenhouse gas emissions and improved air quality.
The City identified the Central Campbell Redevelopment Project Area as a PDA that
includes the area in and around the downtown. This azea is planned for higher density
residential and mixed use development in proximity to public transportation and services
and will be the focus for the City's higher density development.
Neighborhoods
Campbell has a variety of residential, commercial, industrial and mixed-use areas that
have evolved into special, identifiable neighborhoods. Figure LUT-6 illustrates the
location of Campbell's neighborhoods, and Table LUT-2 shows the land uses distribution
in each of Campbell's neighborhoods.
Neighborhoods are the building blocks of the community. Thus, neighborhood integrity
is the heart of community character. A neighborhood should have a central focal point
that serves as a place for gathering and interaction. Neighborhoods should offer residents
a range of recreational, commercial, religious and educational opportunities.
Neighborhoods should also be bicycle and pedestrian friendly. Walkable, bikable, and
accessible neighborhoods are tree lined, safe, have pedestrian and bicycle connections
with surrounding neighborhoods and nearby shopping facilities and offer a comfortable
walking and bicycling environment with ready access to public transportation.
Issues that affect neighborhood integrity include the proximity of residential and
nonresidential uses (incompatible land use), loss of connectivity to other neighborhoods,
poor site design, lack of adequate public facilities and lack of identity.
Goals, policies and strategies in the Land Use and Transportation Element promote the
enhancement of Campbell's neighborhoods.
LUT-25
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LUT-26
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Table LUT-4: General Plan Land Use Acrea ge bV Neighborhood
Lnnd Use Cenrru! Creeksidel Dell Eatt McGlincey North Prunevard San Union fYesr White Sphere Tala!
Designntion Camp- Campisi Camp- Camp- Tomas Camp- Onks of
bell bell bel! bell fn(luence
Residenfiall
Low Dcnsiry
(<3 UU/GA) 140.7 - 140.7
Low Deosily
(<4.5 DU/GA) 132.0 7.7 133.7
Low Density '
(<b DU/GA) 17L9 173.4 71.6 298.4 9.8 189.9 28.7 75.7 1,019.4
Low-Med. Density'
(6-13 DU/GA) 43.9 5.2 8.6 57.0 7.3 IL5 28.0 157.5
Medium Densiq~
(14-20 DU/G A) 99.6 3.9 6.0 29.2 1.4 42.0 3.I 185.2
High Density
(21 ~7 DU/GA) 54.6 6.7 8.2 75.5 14.0 16.9 175.9
nnnhar Hnme Par{: 16.9 10.0 26.9
General Commercial 64.fi ~'b
Gencml
Commercial 45.0 22.7 24.1 4.0 18.5 25.1 14.3 11.1 18.0 3.1 185.9
Neighborhood '
Commercial 9.2 34'7 43'9
Professional
n(Lcr 11.9 7.7 1.9 L0 L2 4.5 2.9 7.2 38.3
Research and
Development ~ 89.8 16.8 108.6
..... .. .,.. cn i 10.2 104.fi
Insriwrional 72.8 2.6 15.4 62.0 1.5 15.9 0.3 170.7
O en S ace 85.0 16.7 106.1 13.0 47.3 266.1
Low-Med Density
Residential/Onfce 4.1 4.1
Medium to High
Ucnsily Residential/
Commercial 17.4 17.4
Residen[iall
Commercial/
Prof Office J0.9 18.6 10.0 59.5
Conmrercial and/or
Li ht Industrial "'S1 25'2
Total
743.8 60.8 236.2 229.7 89.9 113.3 25.1 7993 113.8 340.5 90.1 87.7 2,930.2
1. DU/GA =dwelling units per gross acre
Source: Community Development Department, December 1001
LUT-27
Gateways / Ciry Boundaries
Gateways and Boundaries are the primazy locations where people enter and leave the
city. Gateways provide initial impressions of Campbell and convey a "sense of arrival."
Currently the City is lacking Gateways at its boundaries and to most of its districts and
neighborhoods.
This General Plan
Update encourages
Gateways at the
city boundaries on
major streets and
intersections and at
entries to special
districts, such as
Downtown.
Gateways should
be appealing and
distinctive, evoking
a positive city or
district image.
Gateways can be
identified through
special
architecture,
landscape, and
artwork. Uniform
signs for the city's
gateways can also
-Ir_~
i
District Entry
help define the
city's boundaries. Figure LUT-7: Gateways
A city's boundaries define the municipal service azea and determine the efficiency of
municipal service delivery. The City has several areas that have illogical boundaries such
as the intmsion of San Jose at the west edge of the city (also known as the Cherry Lane
neighborhood) and the portion of San Jose that is south of San Tomas Aquino Creek near
southwestern Campbell. Another illogical boundary occurs west of Bascom Avenue
between Apricot Avenue and Camden Avenue. Illogical boundaries undermine the sense
of a cohesive community and reduce the efficiency of local service delivery. Boundary
adjustments to create logical boundaries and service areas may be pursued with
neighboring jurisdictions.
LUT-28
Street Appearance and Public Improvements
The appearance and function of streets, freeways, and public improvements impact the
image of the City and the service levels and function of the street system. Campbell's
arterial streets and freeways include Hamilton Avenue, Bascom Avenue, Camden
Avenue, Winchester Boulevard, Campbell Avenue, Pollard Road, Highway 17, and San
Tomas Expressway. Public improvements include streets, sidewalks, bike lanes,
medians, parkways, drainage and flood control facilities, street trees, street lighting and
traffic signals. Examples of public utilities include telephone services and electrical
transformers. Consistent and attractive .street improvements, landscape treatments,
screening or undergrounding of public utilities enhance the appearance and function of
streets.
Many of Campbell's streets have varying streetscape improvements and building
setbacks. For example, the City inherited a partially developed azea with a varied set of
street standazds or no improvements when it incorporated the San Tomas Neighborhood
in the mid-1980s. In some cases, a street may be developed with two or three different
improvement standards including various curb types or no curbs, sidewalks or no
sidewalks, street lights or no lights, misaligned curbs, varying street widths and streets
that are not aligned at intersections. Variable street improvements can be unattractive,
confusing to pedestrians, bicyclists and motorists, and in some cases costly to maintain.
The policies in the San Tomas Area Neighborhood Plan (found in Appendix A) establish
a strategy to correct these inconsistencies by requiring adherence to consistent standards
and attempting to achieve compatibility as new development or redevelopment occurs.
1n addition to maintaining street improvements, the City's streetscape Standards identify
the need for attractively landscaped parkways and safe sidewalks along major
commercial streets. Adjacent development, their employees and customers benefit from
safe and attractive public improvements. Accordingly, property owners and developers
are responsible for installing and maintaining boulevard landscaping within the adjacent
public right of way. In 1991, Campbell identified several streets that are located at
important gateways to the City. Interim streetscape standazds were adopted for these
streets in 1993, and the final Streetscape Standards adopted in 2001. The streetscape has
been installed on many segments of the identified streets (Winchester Boulevard, Bascom
Avenue, Hamilton Avenue, and West Campbell Avenue), including Hamilton Plaza,
Home Depot, Kirkwood Plaza, Campbell Gateway Square, Campbell -Plaza and the
Pruneyard. The streetscape has significantly enhanced Campbell's image as a quality
small town.
Landscaping adjacent to the freeways and expressway enhances the image of adjacent
private development and improves the image of the City. Currently the landscaping
along the freeways and San Tomas Expressway are stark and visually unappealing. The
City will work with adjacent property owners and public agencies, including the Santa
Clara Valley Water District, Santa Clara County, City of San Jose and the California
Department of Transportation, to determine how to provide attractive landscape
treatments on regional roadways.
Maintaining public streets will continue to be a challenge into the next century.
Shrinking revenue sources and added traffic increase the burden of maintaining streets.
LUT-29
Campbell will seek strategies to ensure that new development, including significantly
improved properties, upgrade public improvements and travel ways adjacent to their
property.
Historic and Cultural Resources
Preservation of Campbell's historic and culturally significant resources promotes
community identity, enhances the quality of life and preserves a quality small town
feeling. The historic area of Campbell is primarily located in or near the Downtown azea.
Older homes, like those in the Alice Avenue Historic District, and buildings such as the
Community Center, Heritage Village, the Ainsley House, and the Water Tower in Hyde
Park are important reminders of the past and contribute significantly to Campbell's sense
of place. The City maintains an inventory of the.City's historic buildings, structures and
districts and notes the City's cultural resources.
Historic structures and cultural resources aze more like]y to be preserved and maintained
if they have an economically viable use. Rehabilitation is the repair or improvement of
historic buildings that enables them to be used for their original purpose or adapted to a
new use. Sensitive improvements and additions complement the scale, massing, and
architectural character of historic buildings and the surrounding neighborhood. Sensitive
improvements and additions respect the historic qualities of older buildings and allow
them to remain prominent elements in the community.
An example of the preservation of a historic structure is the restoration of the City's
Heritage Theatre at the Campbell Community Center (formerly the Campbell High
School campus). Built in 1938, the theatre was formerly an integral part of the
community where music, drama, dance and chorale events were presented for 40 years at
the Campbell High School Auditorium. The Friends of the Heritage Theatre came
together in the spirit of a quality small town, and have hosted fundraisers and applied for
and received grants to restore the theatre.
The City will seek to expand properties within the Historic Overlay District where a
neighborhood's integrity has been kept intact by preserving and remodeling buildings
sensitively. For example, the City will study the residential neighborhoods directly north
and south of Downtown for possible addition of the Historic Overlay District designation
on the Zoning Map, where appropriate.
Land Use Con:patibiliry
The regulation of land use is intended to promote land use compatibility. Land use
incompatibility will result if development standards do not adequately address conflicts
between different land use types. Incompatibility can occur when noise, traffic, parking,
fumes or mechanical vibration disturbs adjacent uses. Incompatible land uses may occur
where residential homes are adjacent to non-residential uses (such as commercial or
industrial) or significantly higher density residential uses. Land uses typically
incompatible with residential uses include, automobile and truck repair shops, late night
and early morning uses, fast food establishments; and entertainment establishments such
as nightclubs, bars, dance clubs, video arcade and liquor establishments. Limiting their
number, controlling their locations and hours or methods of operation, or otherwise
LUT-3U
restricting. their development or expansion can mitigate the negative effects of
incompatible uses.
Another type of potential incompatible use within a commercial neighborhood is asingle-
purposebuilding. Single-purpose buildings have a greater likelihood of remaining vacant
through changing economic times. In particular, buildings specifically designed for self-
storage limit the flexibility and types of future uses. Commercial buildings should be
flexibly designed to accommodate a variety of tenant types and to ensure they remain
viable and contribute to the success and vitality of the surrounding commercial or
industrial district. A key element in retaining flexibility is the provision of sufficient
parking, landscaping and an enhanced street appearance.
Amenities, Open Space and Community Linkages
Open space and creeks provide recreational opportunities and visual relief. Residents and
workers viewing the open space from adjacent development provide a measure of safety
and security for users of the open space and the adjacent neighborhood. Development
can act like walls and block views, and access to public and private amenities.
Accordingly, buildings and structures should not back up to amenities but should orient
to them. Face to face orientation will maximize exposure and enhance security. High
activity areas such as plazas, artd pedestrian walkways and bike routes can also be used to
connect projects to these amenities. For example, a residential complex or a research and
development building may face a plaza that is situated adjacent to the Los Gatos Creek
Trail. The plaza's interface between the buildings and the trail provides a physical and
spatial connection to the openness of the Creek and provides an amenity for the
building's occupants.
Some neighborhoods are separated from adjacent development by major roadways or
natural barriers. Examples of neighborhoods that are isolated from adjacent
neighborhoods include the White Oaks neighborhood, which is separated from the rest of
Campbell by Hwy 17 and the San Tomas Neighborhood, which is separated from Central
Campbell by the San Tomas Expressway. These roads and barriers isolate
neighborhoods from each other, lessening the overall sense of community. To enhance
the sense of community, residents need opportunities to interact. Opportunities for
interaction increase when neighborhoods are linked together through the use of bridges,
trails, pedestrian and bike paths, continuous streetscape and other methods. With such
connections, residents of now-separated neighborhoods will increasingly feel they are
part of the larger Campbell community.
Access to Development
The number and size of entrances and exits from the roadway can affect the efficiency
and safety of roadways. For example, an expressway has a limited number of driveways
and intersections, which allows traffic to travel freely without slowing for cars turning
into driveways. Large numbers of driveways on busy streets allow drivers to.enter and
exit travel lanes indiscriminately, which disrupts the flow of traffic and increases the
potential for collisions. In order to minimize traffic disruptions on arterial roadways, the
General Plan encourages site design that consolidates driveways.
LUT-31
In addition, numerous, small, disconnected parking lots are inefficient and force
customers back into the public street when they desire to travel between adjacent sites,
which disrupts the flow of traffic and causes safety concerns. The General Plan
encourages shared parking facilities between non-residential uses to limit the need to
enter roadways to go to adjacent sites. Efficient parking lot design incorporates sufficient
queuing by installing parking spaces that are setback sufficiently from the driveways,
which limits the conflicts with motorists entering or leaving the site.
Building and Site Design
New developments, especially "infill" projects (i.e. new development that primarily takes
place by remodeling existing buildings or by removing an existing structure to
accommodate a new structure), require careful attention to building scale, azchitectural
design, landscaping, and placement and screening of loading areas and mechanical
equipment. With proper encouragement and direction, new development can have a
positive affect on surrounding development and enhance the quality of life for residents,
employees, and visitors to Campbell.
The General Plan encourages new developments, including major remodels, which are
designed to complement existing development. New development and improvements can
be compatible with surrounding development if careful attention is paid to scale,
materials, colors, building height and form, and design details. Franchise establishments
sometimes employ a generic "corporate architecture" that is garish and repetitive.
Corporate azchitecture is more difficult to blend with existing development, does not
accommodate other commercial land uses easily and becomes dated quickly. Therefore,
coroorate architecture is discouraged. The General Plan encourages high quality building
designs that are architecturally attractive and are compatible with or enhance the
surrounding development.
Pedestrian Friendly Development
New development and redevelopment can be designed to enhance the pedestrian
experience. Buildings that provide human scale are visually interesting and oriented to
the pedestrian. Such buildings engage the pedestrian at ground level, at entryways, and
along street frontages by using interesting building designs, quality materials, interesting
display windows, recessed openings, awnings, canopies and entrance features.
Building Placement at Intersections
Major intersections are often the first and most lasting impression of the community.
Street intersections create focal points that can enhance or detract from the image of a
community. This highly visible position deserves special design consideration. Well-
designed buildings that frame intersections help define a space and reduce the expanse of
asphalt. Incorporating prominent entries, windows, design details, and landscape
oriented to the intersection creates "a sense of place." Well-designed and strategically
placed buildings can provide a more positive image of the community.
Parking Areas
After parking the car, every motorist becomes a pedestrian. Parking areas should be
visually attractive and accommodate vehicles and pedestrians in a pleasant, wel]-
landscaped environment. Parking lots should incorporate a pedestrian walkway system
LUT-32
that connects buildings, parking areas, and street sidewalks in a comprehensive and easily
understood manner. The pedestrian system needs to be designed to serve the interior and
the periphery of large parking areas. Parking areas that have little or no landscape, or that
front the street are unattractive and unpleasant for the pedestrian and the motorist.
Design features that enhance pedestrian ways include special paving or markings, trellis
structures, and special landscape treatment.
Lot Consolidation
The lot pattern in some areas of the City is small and fragmented, which compromises the
ability to accommodate coordinated development. Odd configurations and small lots also
make quality development difficult or infeasible to achieve. In these instances, adjacent
parcels should be consolidated. Consolidation will provide logical building sites and
promote coordinated development. It will address issues of economy of scale, and foster
consistency and compatibility of development. The SOCA and NOCA plans (located in
Appendix A) allow density bonuses as an incentive for lot consolidation.
AREA PLANS AND SPECIAL PROJECT AREAS
Several areas of the city are. unique in ways that require special consideration. These
"Special Project Areas" include land use and development policies specific to these areas.
These Special Project Areas include:
• Pruneyard /Creekside Commercial District
• North of Campbell Avenue (NOCA)
• South of Campbell Avenue (SOCA)
• , San Tomas Area Neighborhood Plan (STANP)
• Redevelopment Project Area
• Downtown Campbell
• Downtown Neighborhood
Pruneyard/Creekside Commercial District
Bascom Avenue, Highway 17, Hamilton Avenue and Campbell Avenue bound the
Pruneyard/Creekside Area.
The Pruneyard/Creekside Area is a major employment and commercial district featuring
the Pruneyard shopping center and office towers, numerous offices, commercial activities
and the Hamilton Station of the Vasona Light Rail line. The Los Gatos Creek Trail is a
major amenity, which should be maintained as a naturalistic parkway landscaped with
native vegetation to complement the mixed-use environment planned for the area. The
Aloha Apartments separate the Pruneyard from the remainder of the area. However, the
extension of Campisi Way will relieve traffic impact of development and will link the
area together. The Pruneyard and the offices on Creekside Way will serve as the area's
"anchors" attracting people to the area both during the daytime and evening. The area
along the west side of Bascom Avenue between Hamilton Averiue and Campisi Way is
envisioned as a mixed-use area with residential or office over commercial, which differs
from the previous General Plan designation for the area of Commercial only. Residents
and workers of this area will be able to walk to the Hamilton Avenue light rail station and
to the Pruneyard. The objective of the Pruneyard/Creekside Commercial District is to
obtain an active, connected space with a mixture of commercial, office, residential,
LUT-33
entertainment and recreational uses functioning as a community and regional focal point.
It is anticipated that the City will prepare an Area Plan for the Pruneyazd/Creekside Area
to help guide development.
North of Campbell Avenue (NOCA)
NOCA is located adjacent to the Downtown business district and the Civic Center, which
includes the Library and City Hall. The area encompasses those properties north of the
intersection of Civic Center Drive and the Vasona Light Rail Line and extends north to
several parcels adjacent to Salmar Avenue within the City's PDA.
The NOCA is envisioned as a mixed-use area that supports revitalization of the
Downtown and provides additional housing in proximity to Downtown shopping and
public transit. This area was historically a residential area that converted to industrial
uses. The NOCA policies are intended to guide redevelopment of the azea. The objective
for the area is to have a mix of medium density residential (up to 20 units per gross acre),
office and retail commercial uses functioning as an attractive gateway and
complementing Downtown commercial activity. Ideally, the urban context of the area
lends itself more towazds alternative forms of transportation and less dependence on
automobile travel for accessing services and entertainment. Due to the proximity to
single-family residential, retail and commercial uses in the area should be low .impact in
nature (e.g. operate during the daytime hours, not generate noise, vibration, or a large
amount of traffic). The NOCA plan can be found in Appendix A of this General Plan.
South of Campbell Avenue (SOCA)
The SOCA is located between Highway 17 to the east, the Vasona Light Rail Line to the
west, East Campbell Avenue to the north, and the San Tomas Expressway to the south.
Also included is the triangular azea at the western edge of the site bounded by Kennedy
Avenue and Industrial Street and the Vasona Light Rail Line.
The SOCA, also located within the City's PDA, is transitioning from a mixture of
residential uses and small industrial uses to a commerciaUresidential mixed-use azea that
supports and complements Downtown Campbell. The General Plan supports
revitalization of the azea and the addition of new higher density residential uses to
provide additional housing opportunities in close proximity to Downtown, the Los Gatos
Creek Trail and along the Vasona Light Rail Corridor. The objective for SOCA is to
revitalize Downtown commercial and recreational areas and provide housing
opportunities closer to services. The intention of the plan is to transition industrial uses
to cleaner, non-offensive uses. Any use in the SOCA area that emits dust, fumes, glare,
heat, noise, odor, variations or other disturbances is prohibited from the SOCA area. The
SOCA plan can be found in Appendix A of this General Plan.
San Tomas Area Neighborhood Plan (STANP)
The San Tomas Area consists of 1.5 square miles located in the southwest corner of the
City. The San Tomas Area is bordered by Winchester Boulevard and the San Tomas
Expressway to the east, San Tomas Aquino Creek and the City Limit's to the north, and
the City Limit to the west and south.
Most of the San Tomas Area developed in the 1940s and 1950s and was incorporated into
the City of Campbell in the 1980s. It retains asemi-rural, country chazacter with various
LUT-34
sized lots and neighborhoods that have varying or no streetscape improvements (street
lights, curbs, gutters and sidewalks). The STAND establishes specific policies to preserve
the unique character of the San Tomas Area and serves as a resource guide for building or
remodeling in the San Tomas Area. The STAND clearly defines the streets that are to
receive improvements and which streets remain without. The STAND can be found in
Appendix A of this General Plan.
Campbell Redevelopment Area
The Central Campbell Redevelopment Project Area was created in 1983. The Area
encompasses 360 acres in and around Downtown Campbell and the McGlincey Lane
area. The major purpose of the Project Area is to eliminate blight and to revitalize the
central core of the City. Specific goals include restoring Downtown Campbell to its
historic role as the symbolic, cultural, functional, and economic focal point of the city
and to retain the historic character of Downtown through preservation and rehabilitation.
Downtown
Downtown Campbell, known sometimes as "Historic Downtown Campbell," has
traditionally been centered on East Campbell Avenue in the azea between Winchester
Boulevard and the Vasona light rail tracks. Downtown has expanded eastward to include
the rest of Campbell Avenue to the Pruneyard, and west to include the Community
Center.
Downtown Campbell is the historic, cultural, and civic center of the City. It is the
location of numerous community resources and landmazks, including City Hall, Orchard
City Green, the Ainsley House, and Hyde Park. Historically, Downtown provided a full
range of retail and commercial services. In the late 1960s and 1970s, the azea declined
in importance and vitality as the City's retail focus. The loop streets (Civic Center Drive
and Orchard City Drive) were also installed at that time. The City resisted the efforts to
eliminate the small shops and storefronts Downtown in exchange for large shopping
centers that take up the whole Downtown, as was the case in other cities in Santa Clara
Valley. The City was able to retain the historic buildings and development pattern set by
the City's founders, which preserves the small town connectedness that a traditional
Downtown brings to a community. The objective for Downtown is to have a vibrant
community oriented Downtown that serves as the retail, commercial, cultural and historic
center of the city.
The Downtown Development Plan was prepared to outline and implement a specific
redevelopment program for the Downtown. The Plan contains goals and policies for the
Downtown, addressing land use and development strategies, circulation, parking, urban
design, implementation and funding. The Downtown Development Plan can be found in
Appendix A.
Downtown Neighborhoods
The Downtown residential neighborhoods encompass approximately 100 acres of land
area located north and south of the Downtown loop streets (Civic Center Drive and
Orchard City Drive). The area is bounded by Winchester Boulevard to the west,
Hamilton Avenue to the north and the Union Pacific Railway to the south and east.
LU1-3S
Campbell's traditional commercial Downtown is surrounded by other residential
neighborhoods that reflect a "small town" style and pattern of development reminiscent
of development occurring in the late 1800s and early 1900s. These neighborhoods
provide complementary development patterns and styles that are consistent with the
desired character of the Downtown commercial area.
The "small town" character of Downtown Campbell can be maintained by encouraging
the preservation of important historical resources, promoting the improvement of
important, historical resources, promoting the improvement of existing properties
(residential and commercial) and encouraging new development compatible in scale with
the highest standards of traditional Downtown development.
It is anticipated that the City will prepare a Downtown Neighborhood Plan including
design guidelines to help guide development. In addition to a Downtown Neighborhood
Plan, the Downtown Neighborhood will be studied for the possibility of identifying and
designating areas within the Neighborhood as Historic Districts or Conservation Areas,
where appropriate.
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LUT-37
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LUT-39
GOALS, POLICIES, AND STRATEGIES
The General Plan acknowledges a regional context for local decisions; how local
decisions affect regional facilities and how continued regional growth affects the City's
plans for the future. Within its borders, the City has the ability to execute policies and
strategies. But Campbell is one of many cities in the region. The City is limited in its
ability to influence travel demand that is generated outside of the City limits. Regional
agencies are advocating and establishing procedures to foster consistent land use and
transportation policies and prioritize funding for capital projects. City policy needs to
consider and often conform to regional policies in order to qualify_for state and federal
funding.
The discussion of city-wide issues in this plan concentrates on characteristics that help
define Campbell and addresses the specific needs of Campbell. The Goals, Policies and
Strategies in the Land Use and Transportation Element concentrate on how the City can
provide and ensure coordinated land use and transportation planning in the region, while
still promoting a balanced and functional circulation system that satisfies the needs of all
users including bicyclists, pedestrians, transit users and persons with disabilities. This
section includes strategies for enhancing the City's image by reinforcing positive
neighborhood design elements, enhancing neighborhood and district gateways,
strengthening the city's streetscape, preserving historic and cultural resources and
promoting good building and site design, as well as its functionality by improving al]
modes of transportation options.
Land Use and Transportation
Goal LUT-1: Coordinated land use and transportation planning in the region.
Policy LUT-1.1: Decisions That Affect Camnbell: Advocate the City's
interests to regional agencies that make ]and use and
transportation system decisions that affect Campbell.
Stra[egyLUT-l.la: Intergovemmental Activities: Participate in
intergovernmental activities related to
regional and sub-regional land use and
transportation planning in order to advance
the City's interests.
Policy LUT-1.2: Regional Land Use and Transnortation Planning: Promote
integrated and coordinated regional land use and
transportation planning.
Strategy LUT-1.2a: Transit Planning Coordination: Support the
efforts of the Santa Claza Valley
Transportation Authority, the Metropolitan
Transportation Commission and other
agencies to coordinate transit planning and
transit services for the South Bay and the
entire Bay Area.
LUT-40
Strategy LUT-1.2b: Regional Transit Pro rg ams: Actively
participate with regional transportation
agencies to promote programs such as the
Congestion Management Program,
Countywide Deficiency Plan, and other
regional transit programs.
Strategy LUT-1.2c: Reeional Vehicle Emissions, Noise and Fuel
Consumption Reduction: Support Federal,
State, and local legislation to reduce motor
vehicle emissions, noise, and fuel
consumption in the region.
Policy LUT-1.3: Transportation Needs: Plan for the regional transportation
needs of the community.
Strategy LUT-1.3a: Statewide Bullet Train: Support the
development of a high speed, statewide
bullet train.
Strategy LUT-1.3b: Rail System That Encircles The San
Francisco Bay: Support plans for a quiet,
fast, rail system that encircles the San
Francisco Bay for intra-county and transbay
transit systems, .such as Bay Area Rapid
Transit (BART), that links Campbell to the
rest of Santa Clara County and adjoining
counties.
Strategy LUT-1.3c: Vasona Light Rail: Support the construction
of the entire Vasona Light Rail Line.
Strategy LUT-1.3d: Regional Off-Road Bicycle and Pedestrian
Paths: Cooperate with surrounding
communities and other agencies to establish
and maintain off-road bicycle and pedestrian
paths and trails utilizing creek, utility, and
railroad right-of--way that are safe,
convenient and visible for commuting and
recreational use.
Policy LUT-1.4: Reeional Traffic Management: Lead and participate in
initiatives and functions to manage regional traffic and to
reduce congestion on area roadways.
Strategy LUT 1.4a: Alternative Work Habits: Encourage a
decrease of transportation system demand
by encouraging alternative work habits such
as home occupations, high-speed intemet
access, bicycling, and live-work units.
LUl-41
Strategy LUT-1.4b: High Occupancy Vehicle (HOV) Lanes
Support the addition of new traffic lanes to
exclusive bus and HOV lanes on freeways
and expressways, where appropriate.
Strategy LUT-1.4c: Freeway Information Systems: Support the
application of emerging freeway
information, monitoring, and control
systems that provide driver assistance and
system efficiency (e.g. technology that
diverts traffic flow to alternative routes).
Strategy LUT-1.4d: Through Traffic on Arterials: Design and
maintain regional arterial streets to
efficiently accommodate through traffic.
Policy LUT-1.5: Land Use Plannin¢ and the Regional Transportation
System: Support ]and use planning that complements the
regional,transportation system.
Strategy LUT-1.Sa: 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.Sb: Joint Develonment: Facilitate joint
development and use of land at Light Rail
stations.
Strategy LUT-1.Sc: New Redevelonment Districts: Evaluate the
. potential for creating new redevelopment
districts, including around Light Rail
stations.
Strategy LUT-1.Sd: 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-1.Se: Shuttle Services: Encourage major
employers to develop shuttle services
connecting employment azeas with multi-
modal or regional transit facilities and
business districts.
Strategy LUT-1.Sf: Transportation Impact Mitigation: Require
appropriate mitigation measures for new
LUT-42
development that impacts the transportation
system. Evaluate the establishment of a
Complete Streets Impact fee policy to be
imposed on new development and applied
toward improving the City's multimodal
transportation system.
Goal LUT-2: To achieve a safe, balanced and functional multi-modal transportation
network that accommodates all users.
Policy LUT-2.1: Multi-modal Transportation: Develop and implement a
multi-modal transportation network that balances
transportation options aimed at reducing automobile traffic
and greenhouse gas emissions while promoting healthier
travel alternatives for all users
Strategy LUT-2.1a: Bicycle Plan: Update the Bicycle Plan to
achieve a network that eliminates gaps and
creates a safe and convenient system that
connects bicyclists at all levels to services,
recreation and employment.
Strategy LUT-2.1b: Bicycle Plan Implementation: Use the
development review process and the Capital
Improvement Program to identify
opportunities to implement bicycle
connections, parking, storage and other
related improvements
Strategy LUT-2.1c: Bicycle Facilities: Require adequate and
secure bicycle facilities at employment
centers, activity centers, and residential
projects.
Strategy LUT-2.1d: Bicycle and Pedestrian Advisory
Committee: Provide continuing education to
Committee members on Complete Streets
best practices and policies.
Strategy LUT-2.1 e: Public Bicycle Parking: Provide adequate
public bike parking facilities throughout the
City and provide bike lockers, showers and
changing facilities at government buildings
for use by employees. Work with VTA to
provide a bike station at the downtown light
rail station.
LU7 -4S
Strategy LUT-2.1 f Private Bicvcle Parking Standards: Maintain
bicycle parking standards and guidelines for
parking and storage of bicycles in private
development.
Strategy LUT-2.1g: Pedestrian and Bicvcle Connections:
Identify physical barriers at key locations
and make improvements to enhance those
connections.
Strategy LUT-2.Ih: 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.
Strategy LUT-2.1i: Street Design and Improvements: Design
streets and sidewalks so as to provide a
comfortable, accessible and safe pedestrian
experience.
Strategy LUT-2.1j: Street Widening: Street widening is
generally discouraged except to
mitigate traffic safety and roadway capacity
concerns. When a street widening is
considered, the safety and quality of service
to pedestrians and bicyclists should be
routinely evaluated.
Strategy LUT-2.1k: Private Develonment: Developers will be
required to make public improvements
related to their project to improve and
enhance bicycle, pedestrian and transit
opportunities consistent with City policy.
Strategy LUT-2.11: Public Transit: Coordinate with regional
transportation agencies including VTA and
the Metropolitan Transportation
Commission (MTC) to improve public
transportation service and promote public
transit as a viable alternative to driving,
particularly within the Priority Development
Areas (PDA).
Strategy LUT-2.Im Transit Schedule Integration: Support the
integration of light-rail, bus, and shuttle
schedules and multi-modal transit stations to
LU1-44
reduce the loss of time associated with using
public transportation.
Strategy LUT-2.1n: Reduced Fare or Voucher Systems: Support
transit agencies in implementing or
continuing reduced fare or no fare voucher
systems for populations in need.
Strategy LUT-2.1o: Access to Transit: Improve access to both
bus and light rail transit stations when
evaluating opportunities with new
development proposals and capital
improvement projects.
Strategy LUT-2-lp: Transit Stations and Stons: In cooperation
with VTA, evaluate transit-waiting
environments to improve convenience and
comfort.
Strategy LUT-2.1q: Transportation Demand Management
TDM : For new employment centers
require TDM site design measures including
carpool and van pool parking, bicycle
storage, and discounted public transit
programs.
Strategy LUT-2.1r: Safe Routes to Schools: Promote and
support Safe Routes to Schools policies and
programs for all schools serving Campbell
including safe and convenient walking and
bicycle connections.
Strategy LUT-2.1 s: Street Design Standazds: Amend the
City's Street Design Standards to reflect
General Plan complete street policies.
Policy LUT-2.2: Roadway Efficiency: Plan and manage the multi-modal
street system efficiently to ensure the system effectively
moves people, goods and services.
Strategy LUT-2.2a: Roadways for a Variety of Users: Design
roadway space for a vaziety of users,
including motor vehicles, transit vehicles,
bicycles, and pedestrians when constructing
or modifying roadways.
Strategy LUT-2.2b: Street Capacity: Avoid increases in street
capacity unless necessary to provide right-
- of-way for transportation alternatives.
LUT-45
Strategy LUT-2.2o: Truck Movements: Regulate truck
movements in a manner that balances the
efficient movement of goods with the small
town chazacter of Campbell's street system.
Strategy LUT-2.2d: Slow Traffic in Downtown: Evaluate
slowing traffic in the Downtown area by
reducing through traffic lanes and trading
the area for improved turning lanes,
landscaping and bicycle lanes and consider
conversion of one-way streets to two-way
travel.
Strategy LUT-2.2e: Cut-Throush Traffic: Discourage cut-
through traffic in residential neighborhoods
by improving the operation of arterials and
collectors.
Policy LUT-2.3: Roadwav and Intersection Disruption Minimization:
Minimize traffic disruptions along arterial roadways and
major intersections.
Strategy LUT-2.3a: Intersection Level of Service: To the extent
possible, maintain level of service (LOS) on
designated intersections consistent with the
Santa Clara County Congestion
Management Plan.
Strategy LUT-2.3b: Oyeration and Performance of Streets:
Monitor the operation and performance of
street systems.
Strategy LUT-2.3c: Roadwav and Intersection Canacities:
Assess improvements to increase roadway
and intersection capacities for alternative
modes of transportation.
Strategy LUT-2.3d: Winchester Boulevard: Evaluate alternative
methods to reduce speed on Winchester
Boulevard, including boulevard treatments
such as bulb-outs or on-street parking and
encourage north-south transit on the
Highway 17 Freeway and San Tomas
Expressway.
Policy LUT-2.4: Jobs and Housin Balance: Maintain Campbell's balance of
jobs and housing units to encourage residents to work in
Campbell, and to limit the impact on the regional
transportation system.
Strategy LUT-2.4a: Full Range of Land Uses: Provide for a full
range of land uses within the City, and for
LUl -46
mixed-uses within specific development
projects.
Goal LUT-3: Options in ownership and rental housing in terms of style, size, and
density that contribute positively to the surrounding neighborhood.
Policy LUT-3.1: Variety of Residential Densities: Provide land use
categories for and maintenance of a variety of residential
densities to offer existing and future residents of all income
levels, age groups and special needs sufficient opportunities
and choices for locating in Campbell.
Strategy LUT-3.1a: Consistency with Housing Element: Ensure
consistency with the City's'Housing
Element including ensuring that there is
adequate land designated to meet Housing
goals.
Strategy LUT-3.1b: Variety of Residential Densities: Permit and
maintain a variety of residential densities,
including:
• Low Density (less than 3.5 units per
gr. acre)
• Low Density (less than 4.5 units per
gr. acre)
• Low Density (less than 6 units per gr.
acre)
• Low-Medium Density (6-13 units per
gr. acre)
• Medium Density Residential (14-20
units per gr. acre)
• High Density Residential (21-27 units
per gr. acre)
Strategy LUT-3.1c: High Density Residential: Allow higher
residential densities in the .North of
Campbell Area (NOCA); South of Campbell
Area (SOCA), and azeas near the Light Rail
stations as an incentive to redevelop older,
less intensive uses (see individual plans for
allowed densities) accessible to public
transit.
LUT-47
Community Design
Goa] LUT-4: A community that has a strong identity, community image and "sense of
place."
Policy LUT-4: Campbell Community Design Study: Ensure projects
comply with the recommendations of the Campbell
Community Design Study.
Neighborhoods
Goal LUT-5: Preservation and enhancement of the quality character and land use
patterns that support the neighborhood concept.
Policy LUT-5.1: Neighborhood Integrity: Recognize that the City is
composed of residential, industrial and commercial
neighborhoods, each with its own individual character; and
'- allow change consistent with reinforcing positive
neighborhood values, while protecting the integrity of the
city's neighborhoods.
Policy LUT-5.2: Residential Neighborhoods: Maintain safe, attractive,
pedestrian friendly residential neighborhoods with
identifiable centers and consistent development patterns
and a range of public and private services.
Strategy LUT-5.2a: Neighborhood Compatibility: Promote new
residential development and substantial
additions that are designed to maintain and
support the ~ existing character and
development pattern of the surrounding
neighborhood, especially in historic
neighborhoods and neighborhoods with
consistent design characteristics.
Strategy LUT-5.2b: 'Residential Design Guidelines: Adopt
design guidelines for new construction and
remodeling of all residential structures.
Design guidelines should include provisions
for height, bulk, setbacks and garage
placement so that new construction is
compatible with existing neighborhood
patterns.
Strategy LUT-5.2c: Neighborhood Focal Point: Assist
neighborhoods to retain schools or
incorporate open space features as a central
focal point and give priority to park
acquisition from surplus school sites in
neighborhoods where the site is the only
open space feature. For details refer to the
LUT-48
Open Space, Pazks and Public Facilities
Element.
Strategy LUT-5.2d: Density Change Criteria: In considering
changes to residential densities, employ
criteria such as compatibility with the
residential surroundings, privacy, noise, and
changes .in traffic levels on neighboring
streets and major thoroughfares.
Strategy LUT-5.2e: Reduction of Development Intensity:
Development intensity may be reduced
below the minimum on the land use diagram
to ensure the compatibility of development
with its surroundings or due to site
constraints such as lot size or natural
features.'
Strategy LUT-5.2f: Attractive Healthy and Safe
Neighborhoods: Enforce the Municipal
Code to maintain safe housing, provide
rodent control, reduce blight and protect
residences from pollution.
Policy LUT-5.3: Variety of Commercial and Office Uses: Maintain a variety
of attractive and convenient commercial and office uses
that provide needed goods, services and entertainment.
Strategy LUT-5.3a: Commercial Design Guidelines: Establish
commercial and mixed-use design
guidelines to ensure attractive and functional
buildings and site design, and to ensure
compatibility with adjacent land uses.
Strategy LUT-5.3b: Minimal Setbacks: 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 facade of the building.
Strategy LUT-5.3c: Revitalization of Shopping Centers:
Encourage the maintenance and
revitalization of commercial shopping
centers.
Strategy LUT-5.3d: Commercial Centers: Review the design, use
and upgrading of commercial centers via the
discretionary permit process, and ensure that
LUl -4`J
conditions of approval are adopted that
require businesses to be well kept and
operated in away that limit impacts to
adjacent uses.
Strategy LUT-5.3e: Attemative Shoppine Opportunities:,
Encourage farmers' markets, community
and cultural events in the Downtown
commercial area that provide alternative
shopping opportunities and community
interaction.
Strategy LUT-5.3f: Redevelopment: Facilitate redevelopment
opportunities that further revitalization
efforts in the Downtown commercial area.
Strategy LUT-5.3g: Day and Evening Activities: Encourage
restaurant and specialty retail uses in the
Downtown commercial area that will foster
a balance of day and evening activity.
Strategy LUT-5.3h: Parking and Circulation: Provide adequate
parking and encourage circulation patterns
to serve commercial districts so as to
discourage commercial traffic into adjacent
residential zones.
Strategy LUT-5.3i: Mixed-Use in Commercial Districts:
Consider revising the Zoning Ordinance to
include standards for mixed-use
development (residential and/or office above
ground floor retail) in commercial districts.
Strategy LUT-5.3j: Winchester Boulevard Plan: Develop an
Area Plan for Winchester Boulevard. The
Area Plan should address specific
boundaries, mix of uses, street amenities,
landscaping, building and site design.
Strategy LUT-5.3k: Auto Services: Restrict auto related uses to
minor auto services (e.g. oil changers and
auto parts stores) on major streets that define
Campbell's image. These "image" streets
are defined in the Streetscape Standards
located in Appendix A.
Policy LUT-5.4: Industrial Neiehborhoods: Safeguard industry's ability'to
operate effectively, by limiting the establishment of
incompatible uses in industrial neighborhoods and
encouraging compatible uses.
LUT-50
Strategy LUT-5.4a: Auto-Repair: Amend the Zoning Ordinance
to restrict auto-repair uses to industrial
areas, not including Research and
Development.
Strategy LUT-5.4b: Residential Adiacent to Industrial: Amend
Area Plans and Zoning Ordinances to ensure
that conflicts between residential and
industrial uses are.minimized.
Strategy LUT-5.4c: Redeve~ Facilitate redevelopment
opportunities in the McGlincey Lane area.
Policy LUT-5.5: Industrial Diversity: Promote a variety of industrial use
opportunities that maintain diversified services and a
diversified economic base.
Strategy LUT-S.Sa: Services in Industrial Areas: Encourage
convenient retail and commercial services
(restaurants and hotels) in industrial areas to
support businesses, their customers and their
employees.
Strategy LUT-S.Sb: Incubator Businesses: Maintain industrial
space for small start-up. and incubator
businesses.
Strategy LUT-S.Sc: Floor Area Ratio (FAR) Guidelines:
Develop guidelines for Industrial designated
land use, including a provision that allows
higher FARs for larger parcels that
encourage research and development uses in
the Dell and McGlincey neighborhoods.
Policy LUT-5.6: Industrial Impact: Reduce the impact of existing industrial
uses on adjacent residences, schools, and other sensitive
uses.
Strategy LUT-5.6a: Performance Standards: Develop
performance standards to mitigate negative
impacts on adjacent uses that surround
industrial areas, including noise, light and
vibration.
Strategy LUT-5.6b Visual Barriers: Reduce the visual impact of
excessive lighting and glare, mechanical
equipment, trash enclosures, outdoor storage
and loading docks.
Strategy LUT-5.6c Physical Buffers: Provide landscaped buffers,
sidewalks and equipment screening to
provide a visual and noise-abating buffer
between uses.
LUT-~ I
Policy LUT-5.7: Industrial Areas: Industrial development should have
functional and safe vehicular, bicycle and pedestrian
circulation, good site and architectural design, be sensitive
to surrounding uses, connect to public transit, and be
energy efficient. New projects should contribute to the
positive character of industrial azeas and the overall image
of the City.
Strategy LUT-5.7a: Industrial Design Guidelines: Develop
Industrial Design Guidelines with specific
policies including, but not limited to the
following:
- Require varied, high-quality,
finished construction materials such as .
glass, stucco, plaster, or brick. No
exposed concrete block or flat sheet
metal.
- Enhance the street frontage of a
building with landscaping and an
emphasis on the office. portion of the
building.
- Orient service activities such as
loading docks to the rear of the site.
Strategy LUT-5.7b: Amenities in Industrial Areas: Amend
Zoning Ordinance to provide appropriate
amenities for employees in industrial areas,
such as outdoor eating areas and walkways.
Strategy LUT-5.7c: Screening: Screen the service portion of
industrial buildings such as outdoor storage,
trash enclosures and loading areas,
especially those adjacent to roadways or
public amenities, with extensive landscaping
and architectural treatments.
Strategy LUT-5.7d: Auto Repair Facility Design: Promote the
design of auto repair facilities that provide
sufficient screened vehicle staging areas that
are indeperident from the pazking required
for customers, employees and loading.
Policy LUT-5.8: Non-Conforming Uses: Encourage non-conforming
properties to redevelop as conforming uses.
Strategy LUT-5.8a: Methods to Encourage Redevelopment of
Non-conforming Uses: Study methods to
encourage non-conforming properties to
LU1-~2
redevelop as conforming uses, including the
possibility of an amortization program.
Gateways /City Boundaries
Goal LUT-6: Strong and identifiable City boundaries that provide a sense of amval into
the City and its districts [o reinforce Campbell's quality small town image.
Policy LUT-6.1: Entries to the City and Snecial Districts: Identify entries to
the city and special districts (Downtown, San Tomas
Neighborhood, and others) with special features.
Strategy LUT-6.1a: Identification Signs: Install city
identification signs including distinctive
landscaping and lighting or other markers at
community gateways to signify entry.
Strategy LUT-6.1b: Landmark Gatewav Buildings: Anchor
gateway intersections with landmark
buildings that incorporate distinctive
.architectural character. Orient landmark
buildings to face and frame the corners of
intersections.
Strategy LUT-6.1c: Gatewav Intersections: Develop major
gateway intersections such as Highway 17 /
Hamilton Avenue and San Tomas
Expressway / Winchester Boulevard with
signage, lighting and abundant landscaping,
using tall trees and under-planting.
Policv LUT-6.2: Loeical Boundaries: Strive to provide logical boundaries
and municipal service areas.
Strategy LUT-6.2a: Loeical Boundaries: Work with adjacent
cities and affected neighborhoods to provide
logical boundaries and service areas through
boundary adjustments in the neighborhood
east of San Tomas Aquino Road between
Campbell Avenue and the San Tomas
Aquino Creek, the neighborhood west of
Bascom Avenue between Apricot Way and
Camden Avenue, and the neighborhood
south of San Tomas Aquino Creek near the
southwestern portion of the City and other
areas where appropriate.
LU1-0S
Strategy LUT-6.2b: Annexation Of Unincorporated Areas:
Pursue annexation of unincorporated areas
within the City's Sphere of Influence, where
appropriate.
Strategy LUT-6.2c: Service Delivery: Coordinate service
delivery across boundaries and on shared
facilities with the appropriate local or state
agency.
Street Appearance and Public Improvements
Goal LUT-7: Attractive, well-maintained and safe streets, public improvements and
utilities.
Policy LUT-7.1: Road Maintenance: Maintain and repair roads.
Strategy LUT-7.1a: Pavement Management System: Assess
street conditions and prioritize repair needs
balancing the needs of the community using
input from the City's Pavement
Management System.
Strategy LUT-7.1b: Roadway Repair And Maintenance: Conduct
roadway repair and routine maintenance as
necessary.
Policy LUT-7.2: Public Utilities and Improvements: Provide a
comprehensive network of sidewalks, public utilities and
multi-modal improvements that are safe, attractive,
efficient, well maintained and accessible for pedestrians,
bicyclists and motorists.
Strategy LUT-7.2a: Public Improvements Installation: Develop
and adopt an ordinance ensuring that
property owners of new, infill and
substantial remodeling development projects
install, upgrade or repair street and public
improvements adjacent to the subject
property, where and when appropriate.
Strategy LUT-7.2b: Public Improvements Design: Design public
improvements to meet safety, accessibility
and aesthetic guidelines. Consider adopting
an "Art in Public Places" program.
Strategy LUT-7.2c: Undergrounding of Utilities: Adopt an
ordinance for ensuring that certain utilities,
such as electricity (including main overhead
lines), cable and communications facilities,
are placed underground along the street
LUl -~4
frontage (boundary lines) and from the street
to the new structures (service drops) for new
projects, and for substantial remodeling
projects.
Strategy LUT-7.2d: Public Utility Screening: Develop and adopt
an ordinance ensuring that certain public
utilities (such as utility control boxes) are
screened from view by using a combination
of easements, undergrounding, screen walls
and landscaping to deter graffiti and to hide
unattractive equipment, where practical.
Strategy LUT-7.2e: Anti-Graffiti Programs: Participate in anti-
graffiti programs that remove graffiti from
buildings, signs, structures and utilities, as
quickly as possible.
Strategy LUT-7.2f: Excess Riaht-of--Way: Consider vacating
excess right-of--way to property owners
when the vacation conforms to the City's
Standards for street improvements.
Strategy LUT-7.2g: Landscaped and Tree Lined Streets: Provide
attractive, user friendly, tree-lined streets
and install creative landscaping in street
improvement projects, where feasible.
Strategy LUT-7.2h: Consistent Right-of--Way Treatment: Design
consistent right-of--way treatment on
individual streets.
Strategy LUT-7.2i: .Narrow Local Streets: Create pedestrian-
friendly local streets that are narrow enough
to be easily crossed by pedestrians.
Strategy LUT-7.2j: Sidewalks: Inventory sidewalks and develop
a program to address filling the gaps. Design
sidewalks that. aze separated from the
automobile travel way, on arterial streets.
Sidewalks along other streets should be
consistent with the neighborhood.
Strategy LUT-7.2k: Multi-Use Trails: Design multi-use trails
that are wide enough to accommodate safe
two-way passage for bikes and' bike trailers.
Strategy LUT-7.21: Street Trees: Where sidewalks are directly
adjacent to curbs and no planting strip
exists, explore ways to add planting pockets
with street trees and water efficient
LUT-55
landscaping to increase shade and reduce the
apparent width of wide streets.
Strategy LUT-7.2m: Clearance on Walkways: Provide adequate
clearances on walkways for pedestrians on
the public right-of--way.
Strategy LUT-7.2n: Consistency with Plans: Ensure that new
development and substantial remodeling
projects are consistent with Specific Plans,
Area Plans, City Standard Details and
adopted Streetscape Standards to create
cohesive design.
Strategy LUT-7.2o: Utility Cuts and Trenching: Limit
unnecessary utility cuts and trenching in the
public right of way and promote coordinated
installation between multiple utility
providers.
Policy LUT-7.3: Transportation Safety: Make safety a priority of citywide
transportation design and planning.
Strategy LUT-7.3a: Intersection Design: Incorporate pedestrian
and bicycle features and auto safety
components in intersection design and
improvement projects, such as curb cuts to
accommodate bicycle trailers, bicycle
crossing buttons at traffic signals,
appropriately designed bulbouts to shorten
pedestrian crossings but still facilitating
bicyclists, and bicycle sensors at major
intersections. Develop a comprehensive
policy incorporating strategies that facilitate
the movement of pedestrians and bicyclists
through intersections that includes periodic
safety risk evaluations and corresponding
safety measures.
Strategy LUT-7.3b: Street Lighting: Install, maintain, and repair
city-wide street lighting as needed (some
Area Plans have specific lighting standards)
Encourage the use of new energy efficient
lighting technologies.
Strategy LUT-7.3c: Traffic Control Devices: Ensure traffic
control devices function properly.
Strategy LUT-7.3d: Child Safetv: Consider the safety and
comfort of school children in street
LUT-56
modification projects that affect school
travel routes.
Strategy LUT-7.3e: weed Limits: Enforce speed limits and
other traffic laws, especially in residential
areas, to the extent that resources are
available.
Strategy LUT-7.3f: Traffic Calming Measures: Consider
implementation of traffic calming measures
to ensure safe and reasonable speeds in
residential neighborhoods consistent with
the City's adopted neighborhood traffic
management program.
Strategy LUT-7.3g Trail Safety and Access: Enforce Speed
limits and park rules while maintaining
access points to the Los Gatos Creek Trail to
ensure a safe environment for all users.
Historic and Cultural Resources
Goal LUT-8: Preservation ofhistoric buildings, districts and cultural resources.
Policy LUT-8.1: Historic Buildings Landmarks and Districts and Cultural
Resources: Preserve, rehabilitate or restore the City's
historic buildings, landmarks, districts and cultural
resources and retain the architectural integrity of
established building patterns within historic residential
neighborhoods to'preserve the cultural heritage of the
community.
Strategy LUT-8.1a: Update Historic Resource Inventory:
Review the City's neighborhoods for
consideration of adding significant
structures, landmarks, trees or district status
to the Historic Resource inventory on a
regular basis, and update the list
accordingly.
Strategy LUT-8.1b: Historic Design Guidelines: Adopt
guidelines to ensure that improvements and
additions to historic buildings are
compatible with existing historic
architecture and conform to historically
established building forms, character and
setbacks of the neighborhood.
Strategy LUT-8.1c: Adaptive Re-Use: Encourage adaptive re-
use of and incorporation of the city's
LUT-57
historic buildings and structures for new
development projects, when feasible.
StrategyLUT-8.1d: Historic Building Materials Ordinance:
Adopt an ordinance that requires that
historic building materials be salvaged
and/or recycled.
Strategy LUT-8.1e: Historic Preservation Awareness: Promote
public awareness of historic preservation
through informational publications and
programs.
Strategy LUT-8.1 f: State Historical Building Code: Adopt the
use of the State Historical Building Code for
designated historic buildings.
StrategyLUT-8.1g: Certified Local Government Status: Attain
Certified Local Government Status of the
Historic Preservation Ordinance.
Strategy LUT-8.1h: Historic Preservation Incentives: Develop
incentives to encourage preservation and
restoration including allowing the use of
appropriate historic Building and Fire Codes
and leniency on certain standard
development requirements.
Strategy LUT-8.l is Alterino or Demo]ishin~ Historic Resources:
Establish procedures, including identifying
alternatives, for proposals that significantly
alter or demolish historic resources.
Strategy LUT-8.1j: Heritage Theater: Support efforts to restore
the Heritage Theater.
Land Use Compatibility
Goal LUT-9: A compatible land use pattern citywide.
Policy LUT-9.1: Land Use Pattern: Establish a compatible land use pattern
citywide.
Strategy LUT-9.1a: Land Use Conflict Minimization: Amend
the General Plan and Zoning map to
minimize conflicts between land uses when
identified.
Strategy LUT-9.1b: Land Use Review: Review the types of land
uses allowed in the City's zoning districts
and revise, where appropriate, to assure
greater compatibility.
LUT-58
Strategy LUT-9.1c: Land Use Obiectives and Redevelopment
Plans: Permit only those uses that are
compatible with land use objectives and
redevelopment plans.
Strategy LUT-9.1d: Land Use Limits and Controls: Amend the
Zoning Ordinance to establish limits and
controls regarding operating hours for uses
that are incompatible with adjoining
residential dues to noise, traffic or other
disturbances.
Policy LUT-9.2: General Plan and Zoning .Consistency: Maintain
consistency between the General Plan and the Zoning
Ordinance.
Strategy LUT-9.2a: Zoning Ordinance Revisions: Revise the
Zoning Ordinance and Map to be consistent
with the City's General Plan Land Use
Diagram.
Policy LUT-9.3: Design and Planning Compatibility: Promote high quality,
creative design and site planning that is compatible with
surrounding development, public spaces and natural
resources.
Strategy LUT-9.3a: Public Input: Incorporate public input into
the preparation, update and adoption of land
use policies, design guidelines, regulations
and engineering specifications that ensure
high quality development and reflect
community and neighborhood values.
Strategy LUT-9.3b: Review of Zoning Requirements: Undertake
a comprehensive review of zoning
requirements to identify additional site
development and architectural standards that
should be required.
Strategy LUT-9.3c: Simplify Zoning Code: Use illustrations and
develop methods for simplifying the Zoning
Code to promote well-designed projects.
Strategy LUT-9.3d: Building Design: Design buildings to
revitalize streets and public spaces by
orienting the building to the street, including
human scale details and massing that
engages the pedestrian.
Strategy LUT-9.3e: Building Materials: Encourage the use of
long-lasting, high qua]ity building materials
on all buildings to ensure the long-term
quality of the built environment.
LUl -Jy
Strategy LUT-9.3f: Development Orientation: Orient new
development toward public and private
amenities or open space, in particular:
• Orient front entrances, living/office
area and windows toward the amenity
or open space.
• Orient high activity areas such as
outdoor dining areas and plazas, and
major pedestrian routes toward the
amenity or open space.
Strategy LUT-9.3g: Pedestrian Amenities: Incorporate
pedestrian amenities such as plazas,
landscaped areas with seating, pedestrian
walkways into new developments.
Strategy LUT-9.3h: Art in Private Development: Consider
implementing an "Art in Private
Development" program to provide for the
visual arts within commercial, industrial and
multiple-family residential projects.
Strategy LUT-9.3i: Master Plan of Phased Sites: Ensure
developers of phased multi-building
complexes provide a master plan
demonstrating how the entire site will be
developed.
Strategy LUT-9.3j: Landmark Preservation: Encourage
preservation of existing landmark features
on buildings and on building sites.
Strategy LUT-9.3k: Screening Guidelines: Create guidelines for
ensuring that visual and noise impacts of
storage, loading areas and mechanical
equipment are minimized, which may
include provisions for larger setbacks,
screening, walls, substantial landscaping,
acoustic materials, equipment usage and
building modifications.
Strategy LUT-9.31: Wireless Telecommunication Facilities:
Minimize the visual impact of wireless
telecommunication facilities by designing
them as an integral architectural feature to a
structure.
Strategy LUT-9.3m: Location of Service Areas: Locate parking
areas, truck loading areas, drive-through
lanes and drive-through windows away from
streets, out of immediate public view, while
minimizing land use conflicts and traffic
impacts.
Strategy LUT-9.3n: Sits: Revise the Zoning Code or develop
guidelines that ensure high quality, attractive
LUT-60
signs that are appropriate for each Zoning
District.
Strategy LUT-9.3o: Sinule-Pumose Buildings: Discourage the
development of single-purpose buildings
(i.e. self-storage facilities).
Strategy LUT-9.3p: Site Lighting Guidelines: Ensure that
lighting does not create glare and overflow
on adjacent properties by developing
standards and guidelines that are
incorporated into the Zoning Ordinance.
Amenities, Open Space and Community Linkages
Goal LUT-10: Landscaping, natural resources and amenities that are visible and
accessible to the public.
Policy LUT-10.1: Landscaping: Encourage the retention and planting of
landscaping to enhance the natural and built environment.
Strategy LUT-l0.la: Natural Feature Retention: Encourage site
design that incorporates or otherwise retains
natural features such as mature trees, terrain,
vegetation, wildlife and creeks.
Strategy LUT-l0.lb: Landscape Standards: Revise the Landscape
and Tree Protection Ordinance to require
enhanced landscaping standards, including
standards for providing a variety of species,
sizes and adequate number of trees, shrubs
and drought-tolerant planting.
Strategy LUT-10.1 c: Outdoor Common Areas: Encourage well-
designed and landscaped outdoor common
areas for eating, relaxing, or recreation for
new projects, and if feasible, when buildings
are remodeled or expanded. When possible,
the common outdoor areas should adjoin
natural features.
Strategy LUT-l0.ld: Drought-Tolerant Plant List: Maintain a list
of drought-tolerant plants for public
distribution.
Strategy LUT-l0.le: Parking Lot Screening: Plant landscaping or
build decorative walls at the interior and
perimeter of parking areas as a visual screen.
Policy LUT-10.2: Roadway Landscaping: Landscape public roadways to
define the character of districts and neighborhoods.
Strategy LUT- 10.2a: Streetscape Standards: Implement
Streetscape Standards with landscaped
boulevard treatment on arterial streets, and
LUT-61
implement the installation of street trees per
the Standard Street Improvements.
Strategy LUT-10.2b: Expressway and Freeway Landscaping:
Work with appropriate agencies and
developers of new development adjacent to
Highway 17, Highway .85 and San Tomas
Expressway to provide landscaping along
the sides of the freeway or expressway and
within the medians that are adjacent to the
new development.
Strategy LUT-10.2c: Landscapine in the Public Right-of-Way:
Adopt an ordinance requiring developers to
install and maintain landscaping within the
public right-of--way adjacent to the
developed property.
Strategy LUT-10.2d: Landscaping as a Theme: Use similar types
of trees and landscaping to create a theme
within districts or neighborhoods. Medians
should also be used to create a theme to
distinguish major thoroughfares and
prominent streets.
Goal LUT-11: A physically connected, efficient community with safe access and linkages
throughout the city for a variety of transportation modes and users.
Policy LUT-11.1: Physically Connected Transportation Infrastructure: Strive
to achieve physically connected transportation
infrastructure.
Strategy LUT-1l.la: Dead-End Streets: Connect dead-end streets
with pedestrian and bicycle paths in new
developments and in existing neighborhoods
where so desired by residents.
Strategy LUT-1 l.lb: Downtown Alleyways: Evaluate enhancing
Downtown alleyways for pedestrian use.
Require the improvement of alleys adjacent
to properties when the site is redeveloped
or the use is intensified.
Strategy LUT-1l.lc: Bicycle Facility Identification: Identify
bicycle lane, route and trail information on
signs along the appropriate roadways and
pathways and identify each on the City's
bicycle system map.
Strategy LUT-1l.ld: Bicycle and Pedestrian Connections in
Develo ment: Encourage new or
redeveloping projects to provide logical
LU1-bL
bicycle and pedestrian connections on site,
between parking areas, buildings, and street
sidewalks and to existing or planned public
right-of--way facilities and encourage
pedestrian passages between street-front
sidewalks and rear-lot parking areas. Ensure
that the bicycle and pedestrian connections
interface safely.
StrategyLUT-ll.le: Bicycle and Pedestrian Connections
Between Neighborhoods: Facilitate the
construction of connected pedestrian and
bicycle facilities (e.g. bridges, pathways,
sidewalks and bike lanes) between and
within neighborhoods -that are attractive,
well-lit, comfortable, tree lined and safe,
especially within one-half mile of major
activity centers, schools and parks.
StrategyLUT-ll.lf: Bicycle Lanes and Paths: Incorporate
bicycle lanes and paths into the City's
standard street details and designated street
improvement projects in the Capital
Improvement Program, where feasible.
Strategy LUT-1l.lg: Americans with Disabilities Act (ADA):
Address the needs of people with disabilities
and comply with the requirements of the
ADA during the planning and
implementation of transportation and
parking improvement projects.
Strategy LUT-1 l.lh: New TTanSportatl0n Facilities: Ensure that
new transportation facilities will be prov ided
or constructed so as not to create new
barriers or other impediments to
neighborhood connectivity.
Strategy LUT-1l.li: Roadway Completion: Extend arterial and
collector roadways, where feasible, to
complete logical connections through and
between neighborhoods.
Policy LUT-11.2: Services Within Walking Distance: Encourage
neighborhood services within walking distance of
residential uses.
Strategy LUT-11.2a: Services Within Walking Distance:
Encourage neighborhood serving
commercial and quasi-public uses, such as
LU 1-b3
churches, schools, and meeting halls to
locate within walking distance of residential
uses.
Access to Development
Goal LUT-12: Minimal traffic disruptions along commercial corridors and arterial
roadways, and coordinated development of independent sites.
StrategyLUT-12.1a: Shared .Driveways, Access and Parking:
Modify the zoning ordinance to encourage
owners of non-single family residential and
mixed-use properties to consolidate
driveways, enter into access easements and
share parking with neighboring properties,
especially where uses have hours of peak
parking demand that are different from each
other.
Strategy LUT-12.1b: Driveways: Ensure that driveways aze a
sufficient distance from intersections.
StrategyLUT-12.1c: Parking Lot Design: Design parking lots to
minimize impacts on the street system by
providing adequate sized driveways,
sufficient queuing and efficient circulation.
Strong Economy
Goal LUT-13: Strong and stable sources of City revenues while promoting an appropriate
balance of land uses and a high quality of life in the City.
Policy LUT-13.1: Variety of Uses: Attract and maintain a variety of uses that
create an economic balance within the City while
maintaining a balance with other community ]and use
needs, such as housing and open space, and while
providing high quality services to the community.
Strategy LUT-13.1a: Hotels: Attract major hotels to Campbell as
a convenience for local residents and
businesses, as.well as a tax generator for the
community.
Strategy LUT-13.1b: Business Retention and Attraction: Develop
programs to retain and attract businesses that
meet the shopping and service needs of
Campbell residents.
StrategyLUT-13.Ic: Fiscal Effects of Land Use: Evaluate the
fiscal effects of different land uses on City
revenues and services.
LU7 -b4
Strategy LUT-13.1d: Cost Saving Measures and City Services:
Continue to put cost-saving measures into
effect, while maintaining and improving the
quality of City services.
Policy LUT-13.2: Business and Activity Centers: Enhance the accessibility of
Campbell's business and activity centers.
Strategy LUT-13.2a: Downtown Parking: Provide sufficient
parking in the Downtown azea to address
long-term (employee) and short-term
(customer) parking.
Strategy LUT-13.2b: Downtown Parking Efficiency: Encourage
parking strategies in the Downtown area that
maximize the efficient use of parking.
Strategy LUT-13.2c: Identifiable Access: Ensure safe, easily-
identifiable access to commercial and retail
centers.
Strategy LUT-13.2d: Lame Retailers on Hamilton Avenue:
Encourage large retailers to locate along
Hamilton Avenue and Bascom Avenue by
maintaining large parcels, encouraging lot
consolidation, and discouraging parcel
adjustments that reduce lot sizes.
Area Plans and Special Project Areas
Pruneyard /Creekside Commercial District
Goal LUT-14: The Pruneyard/ Creekside -Area as an active, connected "urban village"
with a mixture of commercial, office, residential, entertainment and
recreational uses functioning as a community and regional focal point.
Policy LUT-14.1: Area Plan: Develop an Area Plan for the Pruneyard /
Creekside Commercial District.
Policy LUT-14.2: Development Intensities: Allow higher development
intensities within the Pnmeyazd /Creekside area.
Strategy LUT-14.2a: Maximum Height: Allow new buildings and
redeveloped buildings to develop at the
maximum height in the Pruneyard/Creekside
Area, subject to traffic and environmental
constraints.
Strategy LUT-14.2b: Floor Area Ratio (FAR): Allow a maximum
FAR of 2.0 for new development or
redevelopment within the
Pruneyard/Creekside Area.
LUT-65
Policy LUT-14.3: Physically Connected: Encourage new development in the
Pruneyard/Creekside Area that is physically connected to
existing development and oriented towards the creek trail
with appropriate setbacks, and that provides logical
connections and access to the creek trail.
Strategy LUT-14.3a: Camnisi Way Extension: Encourage logical
connections and accessibility by requiring
developers to participate in the extension of
Campisi Way to the Pruneyard site.
Strategy LUT-14.3b: Property Coordination: Encourage property
owners to coordinate with each other in
resolving parking, circulation and traffic
system improvements.
Strategy LUT-14.3c: Development along Los Gatos Creek:
Ensure that new projects or remodeling
projects adjacent to the Los Gatos Creek
participate in developing the creek as a
landscaped parkway and extend the
landscape theme into creekside
developments to enhance exposure to the
creek, provide passive recreation (seating
areas) and integrate the creek and new
development.
Strategy LUT-14.3d: Links to Los Gatos Creek: Ensure that new
development provides visual and pedestrian
and bicycle linkages with Los Gatos Creek.
Strategy LUT-14.3e: Landscape and Signa¢e: Work with property
owners to develop a consolidated landscape
and signage theme to be developed to
improve the area's image as a special and
unique place.
Policy LUT-14.4: Parcel Consolidation: Encourage the consolidation of
properties to obtain more logical building sites and
coordinated development opportunities in the
Pruneyard/Creekside Area.
Strategy LUT-14.4a: Floor Area Ratio: Allow sites of greater than
3 acres to maximize densities of up to 2.0
FAR for non-residential uses and up to a
maximum residential density of 27 units per
gross acre. Project densities on parcels of
smaller size will be reduced on a sliding
scale as indicated below:
LUT-bb
Minimum Acres Maximum
FAR Allowable
Density Range
Up to .99 .30 Up to 8 du/acre
1.0 to 1.99 .50 8 to 16
2.0 to 2.99 1.0 8 to 21
3.0 and above 2.0 8 to 27
Strategy LUT-14.4b: Parcel Consolidation: Consolidated or larger
parcels will also be permitted to mix
residential and non-residential uses up to the
maximum densities allowed.
Strategy LUT-14.4c: Density Bonus: A density bonus of up to
25% may be permitted for projects which
provide below mazket rate housing or
housing which meets a special community-
- wide need such as housing for the disabled
or housing for the elderly.
Strategy LUT-14.4d: Parkin¢ Facilities: Joint use of parking
facilities may be utilized with mixed-use
development formats on lazger parcels.
Policy LUT-14.5: Buildine Orientation: Orient buildings toward public
streets. New buildings on corner lots should frame the
intersection through the use of reduced setbacks where
necessary for access, facades that incorporate prominent
entries, windows, design details and landscaping.
Strategy LUT-14.Sa: Residential Entries: Orient entries to
residential units. along a public street.
Strategy LUT-14.Sb: Non-residential Entries: Orient entries of
non-residential developments toward the
public street and provide street-level
windows and glass front display bays for all
street-level office and retail.
Strategy LUT-14.Sc: Parking Lots: Encourage parking lots at-the
side of or rear of, or below buildings.
Pazking lots aze strongly discouraged
between buildings and the sidewalk.
Policy LUT-14.6: Mixed Residential and Non-residential Uses: Allow
residential uses that are mixed whether horizontally or
vertically with non-residential uses.
Strategy LUT-14.6a: Building Heights: Locate taller buildings
toward Highway 17 and the center of the
LUT-67
Pruneyard/Creekside area. Building heights
should be reduced as building forms
approach Hamilton Avenue, Bascom
Avenue, Campbell Avenue and the Creek
Trail.
Strategy LUT-14.6b: Ground Floor Retail Uses: Ensure ground
floor retail uses on Bascom and Hamilton
Avenues, with vibrant street level
elevations.
Strategy LUT-14.6c: Decorative Features: Development projects
should incorporate decorative features
including plazas that incorporate amenities
such as public art, special paving, tile, and
fountains.
NOCA
Goal LUT-15: Mixed residential, office and retail commercial area functioning as an
attractive gateway and complementing Downtown commercial activity
(see NOCA plan in Appendix A).
Policy LUT-15.1: Parcel Consolidation: Encourage property owners to
combine parcels into larger building sites to accommodate
quality mixed-use developments.
Strategy LUT-15.1a: Allowable FAR: Allowable density for non-
residential uses is up to 1.0 floor area ratio
(FAR).
Strategy LUT-15.1b: Allowable Densitv: Allow residential
development up to a maximum density of 20
units per gross acre, which will not be
counted against the allowable floor area
ratio.
Strategy LUT-15.Ic: Allowable Densitv: Allow sites of greater
than 3 acres to maximize densities of up to
2.0 FAR for non-residential uses and up to a
maximum residential density of 27 units per
gross acre. Project densities on parcels of
smaller size will be reduced on a sliding
cralP ac inrliraterl helnw'
Minimum Acres Maximum Allowable
FAR Density Range
Up to .99 .30 Up to 8 du/acre
1.0 to 1.99 .60 8 to 13
2.0 to 2.99 1.0 8 to 20
LUT-68
Strategy LUT-15.1d: Densitv Bonus: Allow a density bonus of up
to 25% for projects that provide below
market rate housing or housing that meets a
special community-wide need (e.g. Disabled
or the elderly).
Strategy LUT-15.1e: Shared Parking: Encourage the joint use of
parking where there is a mixed-use
development format on larger parcels.
Policy LUT-15.2: Residential facing Harrison Avenue: Ensure that
developments that front Harrison Avenue are residential
and in a format compatible with existing residential
development on Harrison Avenue and surrounding the
Civic Center.
Strategy LUT-15.2a: Densitv on Harrison Avenue: Ensure single-
family residential densities uo to 13
dwelling units per gross acre on
development facing Harrison Avenue.
Strategy LUT-15.2b: Land Use: Allow the rear portions of
properties fronting on Hamson Avenue to
be developed with residential, office,
commercial, or mixed-uses otherwise
permitted in NOCA provided such
development will not adversely impact
adjacent uses.
Policy LUT-15.3: Building Orientation: Orient buildings to a public street.
Strategy LUT-15.3a: Residential Entries: Locate building entries
facing the streets for all residential units
located along a public street.
Strategy LUT-15.3b: Non-Residential Entries: Ensure that all
non-residential developments are required to
orient identifiable entryways toward public
streets and provide street-level windows and
glass front display bays for all street-level
office and retail.
Strategy LUT-15.3c: Comer-Building Placement: Ensure that new
buildings on comer lots frame the
intersection through the use of minimal
setbacks, facades that incorporate prominent
entries, windows, design details and
landscaping.
Strategy LUT-15.3d: Parking Lots: Ensure that parking lots are at
the side of, reaz of, or below buildings.
LUT-69
Parking lots should not be permitted
between the buildings and the sidewalk.
SOCA
Goal LUT-16: Revitalize Downtown commercial, industrial and recreational areas and
provide housing opportunities.
Policy LUT-16.1: Land Use: Allow commercial, industrial and / or residential
land uses in accordance with the adopted plan for each sub-
area (see SOCA plan in Appendix A).
Strategy LUT-16.1 a: Floor Area Ratio (FART: Allow a FAR of up
to .50, except hotel/motel uses as allowed in
the Expressway Commercial Area, in
accordance with the SOCA plan.
Policy LUT-16.2: Building Orientation: Orienbbuildings to a public street.
Strategy LUT-16.2a: Residential Entries: Locate building entries
facing the streets for all residential units
located along a public street.
Strategy LUT-16.2b: Non-Residential Entries: Ensure that all
non-residential developments are required to
orient identifiable entryways toward public
streets and provide street-level windows and
glass front display bays for all street-level
office and retail.
Strategy LUT-16.2c: Visibility: Ensure that Residential projects
are designed to provide visibility into the
core of the project where the project adjoins
streets or the Los Gatos Creek Trail. Public
pazking for trail users is encouraged.
Policy LUT-16.3: Building and Site Design: Encourage high quality building
and site design in the SOCA Area.
Strategy LUT-16.3a: Screening: Design and Landscape screen
structures within SOCA area to minimize
the perceived mass of the building as viewed
from the Los Gatos Creek Trail and to
enhance the project's appearance as viewed
from Highway 17.
Strategy LUT-16.3b: Access to Los Gatos Creek Trail: Ensure the
provision of public pedestrian bicycle access
points to the Los Gatos Creek Trail for new
development and redevelopment in the
SOCA Area.
Policy LUT-16.4: Circulation: Encourage logical circulation patterns.
LUT-70
Strategy LUT-16.4a: Roadway Extensions: Evaluate requiring
new developments to contribute toward
extending Dillon Avenue to Railway
Avenue and relocation of the extension of
Dell Avenue to improve circulation, provide
emergency vehicle access, and to integrate
projects in the SOCA area.
Policy LUT-16.5: Public Improvements: Encourage logical public
improvements throughout theSOCA area.
Strategy LUT-I6.Sa: Public Imnrovements: Ensure that project
applicants participate in SOCA area-wide
improvements, as specified in conditions of
approval.
Strategy LUT-16.Sb: Licht Rail: Encourage the completion of the
Vasona Light Rail extension on the Union
Pacific Railroad right-of--way, including
resident and employee serving Light Rail
stations in the SOCA area.
San Tomas Area Neighborhood Plan
Goal LUT-17: Preserve the informal neighborhood character, low-density residential
areas and reduce auto traffic.
Policy LUT-17.1: San Tomas Area Neighborhood Plan (STAND): Comply
with the requirements of the STAND (see plan in Appendix
A).
Strategy LUT-17.1 a: Lot Sizes: Ensure that new development and
renovation provides low-density residential
development and encourage larger than
minimum lot sizes.
Strategy LUT-17.1b: Landscaning: Ensure that new developments
provide new tree planting, shrubs, greenery
and other landscaping materials, and
preserve existing trees and shrubs.
Strategy LUT-17.1c: General Plan/Zoning Amendments: Ensure
that new General Plan or Zoning
amendments of property equal the
predominant General Plan and/or Zoning
designations of parcels contiguous to, or
directly across a public right-of--way from
the subject site.
Campbell Redevelopment Area
Goal LUT-18: Revitalization of the Central Campbell Redevelopment Project Area.
LU1-/I
Policy LUT-18.1: Redevelopment Plan: Ensure that new development within
the Redevelopment Project Area is consistent with the
Redevelopment Plan.
Downtown
Goal LUT-19: A vibrant community oriented Downtown that serves as the retail, service
commercial, cultural and historic center of the city.
Policy LUT-19.1: Campbell Downtown Development Plan: Ensure that new
development within the Downtown Area complies with the
requirements of the Campbell Downtown Development
Plan (see plan in Attachment A).
Strategy LUT-19.1a: Mix of Uses: Encourage a compatible mix
of uses (i.e. professional offices, services
and retail uses) with ground floor retail uses.
Strategy LUT-19.1b: Pedestrian-Orientation: Reinforce East
Campbell Avenue as apedestrian-oriented
retail street.
Strategy LUT-19.1 c: Regulations and Standards: Examine current
planning regulations and standards
periodically of Downtown Campbell and
areas adjacent to Downtown to ensure that
proposed development will complement and
enhance Downtown vitality.
Downtown Neighborhoods
Goal LUT-20: Traditional neighborhoods and home designs that complement Historic
Downtown Campbell.
Policy LUT-20.1: Compatibility: Ensure that new residential developments
are designed to blend with existing building forms and be
predominantly detached single-family units, as appropriate.
Strategy LUT-20. ] a: Detached Units: Ensure that development or
redevelopment projects with more than 2
units consist of detached units with one and
two-story building elements, when located
in a predominantly single-family residential
neighborhood. Ensure residential unit
entries face the public street.
Strategy LUT-20.1b: Building Patterns: Ensure that new
development is designed to blend in with the
existing building patterns of the
neighborhood. For example, if the majority
of the garages on the street are at the rear of
the site, the new building should be designed
to accommodate a rear garage.
LUT-72
Strategy LUT-20.1c: Downtown Neighborhoods Plan: Develop a
Downtown Neighborhoods Plan that
includes -design guidelines that will help .
guide quality development.
Strategy LUT-20.1d: Residential Conservation: Prepaze a study
that identifies areas within the Downtown
Neighborhoods that should be considered as
being designated as a historic district,
conservation district or other similar plan to
preserve the character and context of
downtown neighborhoods. Adopt the results
of the study, where appropriate (in the form
of a district or plan).
Strategy LUT-20.1e: Administrative Aunroval of Planned
Develonment Permits: Evaluate the
feasibility of administrative approval for
Planned Development Permits for
development projects in single-family
residential Planned Development Zoning
Districts that meet the design guidelines.
Policy LUT-20.2: Residential Character: Ensure that non-residential
developments are designed to blend with the surrounding
residential character and scale.
Strategy LUT-20.2a: Residential Character of Non-Residential
Buildin s/CJses: Ensure that properties
designated for non-residential uses, such as
offices on properties surrounding the Civic_
Center, retain the residential chaaacter and
scale of development characteristic of the
surrounding residential neighborhood. The
development is to provide sufficient" on-site
pazking, and landscape screening to
minimize the commercial appearance of the
use.
LUT-73