HomeMy WebLinkAboutCD SMART Downtown Station Area Planr
Wry OF Agenda Item No: 4 a.
Meeting Date: June 4, 2012
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SAN RAFAEL CITY COUNCIL AGENDA REPORT
Department: Community Development
Prepared by: Stephanie Lovette 55C --
Economic Development h
City Manager ApprovaI_kfi__!!:1___(_1�1
SUBJECT: Presentation of the Downtown San Rafael Station Area Plan (P10-002(CD))
RECOMMENDATION: Approve the attached resolution accepting the Downtown San Rafael
Station Area Plan.
SUMMARY:
The coming of SMART rail service in 2015 is an opportunity to build on the work that's been done to
create a variety of transportation and housing options, economic stability, and community gathering
places in San Rafael.
The City of San Rafael received grant funding from the Metropolitan Transportation Commission
(MTC) to prepare two Station Area Plans for the areas around the future Downtown and Civic Center
rail stations. These plans will set the stage to create vibrant, mixed-use, livable areas supported by a
mix of transit opportunities, including passenger rail service.
The Station Area Plans are a multi -agency collaborative conceptual planning and visioning effort
between the City of San Rafael, Sonoma Marin Area Rail Transit (SMART), Golden Gate Bridge
Highway and Transportation District (GGBHTD), Marin Transit, the Redevelopment Agency, the
County of Marin, and the Transportation Authority of Marin (TAM). Although titled Station Area Plan,
this is a conceptual document that outlines a vision for the area and does not include environmental
analysis or review. This is not a specific plan and will not result in changes to zoning or the General
Plan. Subsequent work will be required to make these changes.
The results of this planning effort are in the attached Downtown San Rafael Station Area Plan
Executive Summary (Exhibit 1) and Downtown San Rafael Station Area Plan, available at
www.cityofsanrafael.org/stationareaplans.
Vision Statement. The Downtown San Rafael Station Area is at the crossroads of Marin, where
people travel northl'south through the County and east/west to shop, to neighborhoods and to
treasured open spaces. Some of San Rafael's most vibrant neighborhoods are just a short walk from
the Downtown San Rafael transit complex: Downtown, Montecito/Happy Valley, Francisco Boulevard
FOR CITY CLERK ONLY
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West and the Canal neighborhoods. At the heart of this area is a regional transit complex that fits
seamlessly into the context of the surrounding neighborhoods and connects people to destinations
throughout San Rafael, Marin and the greater Bay Area.
Guiding Principles. Recommendations in the Plan are guided by the following principles:
• Fostering a strong sense of place as the gateway to Downtown San Rafael. Recommended
implementation actions include streetscape treatments, pedestrian amenities, artwork, public
gathering spaces, restored natural features, and high-quality architecture and design.
• Improving the street network and bicyclelpedestrian conditions to promote transit ridership.
Recommended implementation actions include improving the pedestrian experience and
addressing gaps in the bicycle and pedestrian network.
• Modifying parking and land use regulations in the area to address the constraints that are
hindering the development that supports the vision for the area. Recommended
implementation actions include modifications to parking, height, density, and floor area ratio
regulations to assist in enabling the kind of development envisioned for the Plan Area. The
small parcels in the Plan Area cannot accommodate sufficient parking as part of individual
development projects. Improved parking demand management, combined with strategies to
enable some off-site parking such as the development of a new municipal parking structure,
can play an important part in facilitating new development that implements the vision of a
vibrant community in the Plan Area.
• Improving conditions for pedestrians, cyclists and transit users. Improvements include short,
medium and long term ideas for improving these conditions, including the eventual creation of
an integrated transit center complex with bus and train operations located within the same
block.
BACKGROUND:
History. In 1996, the City Council adopted zoning standards to support transit -oriented development
(TOD) projects in the vicinity of the Downtown transit station. These unique standards permit high
densities (up to 72 unit/acre), heights up to six stories, reduced parking requirements (i.e., 1
space/unit) and special level of service (LOS) traffic provisions for Downtown. During the next ten
years, hundreds of new housing units were built in Downtown. Affordable housing is required by
zoning, and must be built as an integral part of a development. The TOD policies of San Rafael were
recognized and highlighted in Smart Infill: a practical guide to creating vibrant places throughout the
Bay Area (2008). In addition to the housing units in Downtown, the City has worked with the bike
community to get more bike and pedestrian trips. The City has worked with the bicycle community on
bicycle routes through the transit center area, using funds from a federal Nonmotorized Transportation
Pilot Program grant.
Specific general plan policies for this area include:
NH -36. Netherton Office District.
Transportation Hub. Use the Transportation Center to coordinate and facilitate the different ways
people move to and around Downtown, including bus, rail, auto, bicycle and on foot. Include safe
pedestrian and bicycle connections linking this area to the stores, services, cultural facilities, and
recreational opportunities in other parts of Downtown. Expand connections from the Transportation
Center to other parts of the City by:
• Encouraging expanded bus transit,
• Considering shuttle service to feasible locales when such service is warranted and can be
funded,
• Incorporating a rail station if rail service is initiated,
• Improving walking and biking facilities,
• Providing a safe connection to Mahon Path,
• Facilitating the movement of commuters to and from the neighborhoods, and
• Creating safer pedestrian crossings on Second and Third Streets.
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SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 3
NH -36b. Transit Service. Support efforts by Caltrans, the Golden Gate Bridge District, the Marin
County Transit District and other transportation providers to increase transit service at the
Transportation Center.
C -17a. SMART. Should voters approve funding of SMART commuter service, support the following
design features within San Rafael:
1. Establish stations in Downtown and in the Civic Center that will serve as multi -modal commuter
transit hubs.
2. Design stations and rail crossings safe for pedestrians and with minimal impacts on roadway
traffic.
3. Support crossings at -grade through Downtown and strongly advocate for trains that are of a
length that they avoid blocking traffic at an intersection.
4. Ensure that new development adjacent to the rail line is set back a safe distance and
adequately attenuates noise.
5. Encourage high-density transit -oriented development in the vicinity of the rail stations.
6. Include noise mitigation as described in policy N-9 (Sonoma Marin Area Rail Transit).
7. Provide a north/south bike/pedestrian path on or adjacent to the railroad right-of-way.
Downtown Station Area Planning Grant. In 2009, City staff and staff from other agencies met to
prepare and submit a Station Area Plan grant application to the Metropolitan Transportation
Commission ("MTC"). The public agency partners for the Downtown Station Area Plan were the City
of San Rafael, SMART, Golden Gate Bridge Highway and Transportation District, Marin Transit
District and the Transportation Authority of Marin ("TAM"), collectively the Joint Project Team (" JPT).
On May 3, 2010, the City Council authorized the City Manager to Accept and Expend a Grant in the
Amount of $528,000 from the Metropolitan Transportation Commission for Station Area Plans for the
Downtown and Civic Center San Rafael Stations, including $132,000 in matching funds for a total
project cost of $660,000.
$485,000 of the total project cost was designated for the Downtown Station Area Plan. $388,000 was
designated from the MTC grant. Of the matching funds, the following amounts were dedicated to the
Downtown Station Area Plan: SMART provided $41,000, Golden Gate Bridge Highway and
Transportation District provided $33,000, Marin Transit District provided $20,000, the Transportation
Authority of Marin provided $2,000, and the City of San Rafael contributed $1,000.
Citizens' Advisory Committee. In fall of 2010, the Citizens Advisory Committee on Housing and
Economic Development (CAC) (formerly, Redevelopment Agency Citizens Advisory Committee)
began their work as an oversight committee to the Downtown San Rafael Station Area Plan (Plan).
Generally, the CAC met monthly to discuss a variety of issued related to circulation, traffic, housing,
access and safety for all modes (train, bus, car, pedestrian, bicycle), connectivity, economic vitality,
and parking.
Between July 2010 and May 2012, the CAC worked on the Draft Station Area Plan at seventeen
committee meetings; reviewed background data; participated in two walking tours of the area; hosted
two community outreach workshops, and attended a series of presentations on the Draft Station Area
Plan including presentations to the Boards of TAM and Marin Transit, the Transportation Committee
of the Golden Gate Bridge and Transportation District, and the San Rafael Design Review Board and
the San Rafael Planning Commission.
Partner Agencies and Joint Project Team. The public agency partners that applied to MTC for a
Downtown Station Area planning grant were the City of San Rafael, SMART, Golden Gate Bridge
Highway and Transportation District, Marin Transit District and the Transportation Authority of Marin
("TAM"), collectively the Joint Project Team (" JPT').
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 4
The Joint Project Team was convened in 2009 by the City to assist with the development of the Plan.
The JPT consisted of staff from the JPT agencies. City staff included representatives from Community
Development, Parking Services, Public Works, and Economic Development. Prior to applying for the
planning grant, these agencies had not engaged in any coordinated effort to address the potential
impacts of SMART in Downtown San Rafael. In fact, the initial grant preparation meetings were the
first time that the staff from several of the agencies had ever met. From June 2010 to March 2011,
the JPT generally met monthly to review and discuss the project elements.
In addition to the Joint Project Team, a Steering Committee made up of executive level staff from
each partner agency met bi-monthly for the duration of the project.
Consultants. The work of the JPT and CAC was assisted by consultants Community Design +
Architecture, Arup, and Strategic Economics for the Background Report, Alternatives Analysis Report,
two Workshop Summary Reports, Draft Downtown San Rafael Station Area Plan, and Final
Downtown San Rafael Station Area Plan. The consultants were funded entirely by the Metropolitan
Transportation Commission grant and the matching funds.
ANALYSIS:
Constraints and Opportunities in the Downtown Station Area. The visioning process began with a
review of conditions in the area around the transit center. The constraints and opportunities may be
summarized as:
Opportunities
Constraints
Regional transit center
Heavy traffic flow
Developmento ortunities
Small parcels under multiple ownership
Proximity to Downtown
On-site parking requirements
Difficult pedestrian environment
The Vision. The Vision which has emerged speaks to the desires of the community for a vibrant
gateway district with a strong sense of place. The Vision identified six goals for the area:
■ Integrate rail and bus transit within the Plan Area
■ Provide a street network that supports the Plan's land uses, while balancing the needs of
drivers, bus and rail riders, bicyclists, and pedestrians.
■ Enable pedestrians and bicyclists to safely & comfortably get to, around, and through the Plan
Area.
• Supply adequate parking for new housing and businesses while encouraging transit use,
walking and bicycling.
• Explore zoning changes to provide a consistent and connected urban fabric on both sides of
the freeway.
• Enable new transit -oriented development characterized by increased activity, a mix of uses,
and a strong sense of place.
The Executive Summary (Exhibit 1) provides an overview of how the Plan addresses these goals.
Plan Recommendations. As a visioning document and a conceptual plan, the Downtown Station
Area Plan is just the first step in seeing ideas become reality.
The implementation ideas include short-term projects which can be timely opportunities or catalysts
for other actions, generate tax revenues, or are manageable in scope with quick results. The short
term projects include:
■ Extend building heights and FAR on focused areas east of Highway 101
■ Provide wide sidewalks.
■ Install directional signage.
• Facilitate re -use of Whistlestop site.
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SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 5
• Improve conditions under Highway 101 — to pursue ways to install lighting and other
improvements under 101 at Second, Third and Fourth Streets, and Fifth Avenue.
• Complete bike network.
• Install new traffic signal controllers.
• Improve Third Street crossing at Tamalpais Avenue.
• Tamalpais Avenue as "front door" to transit station.
• Modify on-site parking requirements for new development.
Longer term projects are included as well. However, these projects require comprehensive community
dialogue, considerable engineering and extensive environmental review. Progress will be incremental,
and depend on substantial grant funding. The longer-term projects include:
• Relocate bus operations to SMART station block.
• Build municipal parking garage.
• Details on these implementation actions can be found in Plan Executive Summary (Exhibit 1).
Public Review Process. The public review process included several presentations of the draft plan to
neighborhood groups, the funding partners, the Design Review Board, and the Planning Commission.
Comments from the various meetings were compiled and presented to the CAC for their review and
direction.
Partner Agency Presentations. The Downtown Station Area Plan was presented to Golden Gate
Transit's Transportation Subcommittee on 12/15/2011, Marin Transit on 12/19/2011, and
Transportation Authority of Marin on 1/26/2012. Presentations to Golden Gate Transit and Marin
Transit were made by their agency staff and the presentation to the Transportation Authority of Marin
was made by CAC Vice -Chair, Bill Carney. The following is a summary of the major comments made
by the various board members and commissioners:
• The SAP process was a good starting point to bring all transit operators together. The
collaboration should continue with additional studies to address the transit operations issues
identified in the SAP.
• Regional bike connections are important. A viable east -west connection should be shown.
• Whistlestop is an essential service provider and their needs should be addressed.
• A congestion management program is needed for regional thoroughfares and freeway access.
• As SMART's plans develop, it will be important to understand how pedestrians will interact
with the Station Area and the design of the SMART right-of-way.
• Assessment of changes to bus operations or locations due to SMART should include the
impact of increased travel time of bus patrons.
San Rafael Design Review Board. The Downtown Station Area Plan was presented to the Design
Review Board on January 18, 2012. Comments from the Design Review Board included:
• Likes overall intent of the Plan; the Plan represents an excellent direction for San Rafael.
• Need to look at increased heights carefully; concerned about 66' height at the entrance of
Fourth St as well as heights on east side of freeway, heights should transition into
neighborhoods and upper floor set backs should be encouraged.
• No automatic height and FAR bonuses; Planning Commission and Design Review Board
should have discretion in approvals.
• Plan should encourage the existing charm of Downtown (eclectic, architecturally diverse)
through good design guidelines.
Planning Commission. The Downtown Station Area Plan was presented to the Planning Commission
on January 10, 2012. The Commission provided a mixture of policy level and site specific
recommendations based on their experience and expertise.
■ The Commission members agreed with the Plan's desire to improve the pedestrian and
bicycle experience and connections in the Plan area. The commission members felt that that
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 6
Tamalpais Avenue is the lynchpin of the plan. The Commission also expressed a desire for
better non -motorized connections to the Canal neighborhood and therefore supported
improvements under Highway 101. The Commission supported the multi use path south of
Second Street and pedestrian improvements under Freeway. The Commission was
concerned about pedestrian safety while crossing Third Street and about the 101 crossing
contained in the Canal Paseo concept. The Commission members suggested that it may be
necessary to sacrifice a specific pedestrian crossing to provide for overall pedestrian
improvements. The Commission suggested that the City increase enforcement of traffic rules
to improve pedestrian safety.
■ While supporting additional pedestrian/bicycle improvements the Commission members also
acknowledged that Second and Third Streets are important regional arterials and supported
traffic capacity improvements.
■ The Commission stated that existing bus operations and riders should not be compromised
and the weather protection for transit users is important. The Plan area must work for transit
users, otherwise ridership will decrease. The Commission supported the consolidated transit
block concept, but was concerned about capacity to house the busses on the new site.
■ The Commission supported increased residential uses in the Plan area although there was
some concern about residential units in close proximity to the freeway.
■ The Commission cautioned about an overreliance on retail uses in the Area.
■ The Commission supported parking policies: shared parking, car share, lower parking
standards (parking maximums instead of minimums). Some members of the Commission
were concerned there is not enough parking for transit users. All agreed that a parking
structure under freeway would be good utilization of that space.
■ The Commission supported height and FAR increases but did not agree that increased height
on the west side of the freeway was the only way to achieve a "gateway" to Downtown.
Suggestions included using trees and landscaping to create a pedestrian -friendly environment
and a caution that new development does not create isolating "walls" to the rest of the
Downtown area.
■ The Commission recommended adjusting the proposed FAR and heights east of 101 to
address the concerns of the Montecito Area Residents' Association.
■ The Commission agreed with the Plan emphasis on Whistlestop as a unique and important
building to the area.
■ The Commission suggested that form based zoning may be appropriate for the area.
Citizens' Advisory Committee Review. The Plan that the CAC is recommending for adoption by the
City Council is the result of their work with the community and their deliberations on the issues raised
during the community outreach. At its meeting of February 2, 2012, the CAC assessed the information
obtained from the community meetings, the presentations to the JPT agencies, and the San Rafael
Design Review Board and San Rafael Planning Commission. The CAC also invited additional public
comments from the community at the February 2 meeting.
Members of the public expressed concern over parking, building heights, pedestrian safety, bicycle
connectivity, and the use of the Whistlestop site. The CAC made several recommendations including
the exploration of residential parking permits, scaling back of the proposed height increases,
enhanced pedestrian safety measures on Third Street, a variety of options for bicycle connections,
and a broad vision for the Whistlestop site.
■ Residential Parking Permits. SMART does not plan to provide parking spaces for its users at
the Downtown San Rafael Station. Several residents from the Montecito Neighborhood
expressed concern about commuters parking on residential streets near the station. The Plan
recommends that the City investigate the need for a residential parking permit program in the
Montecito neighborhood.
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 7
Height limits east of Highway 101. The plan contains recommendations for pedestrian
improvements under 101 and for increasing the height and FAR limits on the east side of 101
along Irwin. The CAC believes that the Plan area requires strong edges and an integrated
street fagade similar to the central part of Fourth Street to draw pedestrians through the barrier
created by 101. The CAC initially recommended a 54 height limit and 1.5 floor area ratio (FAR)
along both sides of Irwin Street between Second Street and Mission Avenue and on both sides
of Fourth Street between 101 and Grand Avenue. The Design Review Board, Planning
Commission, and the Montecito Area Residents Association (MARA) all recommended scaling
back the area due to the potential light, shadow and privacy issues on the residential
properties. The CAC felt that it was important to have the additional height and FAR on the
east side of 101 but wanted to minimize the impact on the residences in the eastern part of the
neighborhood. Therefore, the Plan includes the CAC recommendation for a 54 height and 1.5
FAR on the west side of Irwin Street between Mission Avenue and Fourth Street, both sides of
Irwin Street between Fourth and Second Streets and the south side of Fourth Street between
Irwin Street and Grand Avenue.
Pedestrian Safety at Third Street. The CAC felt strongly that improvements should be made to
prevent jaywalking and enhance pedestrian safety for people transferring between the bus and
train stations on Third Street. Recommendations included pedestrian barriers to prevent
jaywalking, coordinated bus and train schedules to allow ample time to transfer, real-time
information to let passengers know transfer times, and enhanced crossing treatments for Third
Street crosswalks.
Bicycle Connectivity. The Plan recommends a variety of bicycle improvements and
recommends assessing the feasibility of additional improvements throughout the area to
enhance bicycle connectivity. The CAC received several suggestions from the Marin County
Bicycle Coalition that were integrated into the Plan.
Whistlestop. In May, Whistlestop representatives made a presentation to the CAC regarding
the use of their building. They explained the constraints to the building given its proximity to
the train station and expressed their strong desire to stay at that location, which is owned by
Whistlestop. Representatives presented a concept to the CAC that involved full usage of the
site's zoning and included space for current Whistlestop programs and services, additional
office space, and housing for seniors and people with disabilities. The CAC recommended that
the site be integrated with the SMART train station platforms, as well as with loading activities
on Tamalpais Avenue. They expressed a desire for the site to provide an active, welcoming
point of arrival to Downtown San Rafael and to create an attractive link to the Fourth Street
retail core.
Next Steps. Staff recommends the City undertake the following implementation actions:
1. Pursue grant funding opportunities to achieve the Plan Vision including analyzing the more
specific impact of SMART on the road network, traffic and parking.
a. Staff recommends the City pursue grant funding for infrastructure improvements and
technical studies related to specific infrastructure improvements and prioritize grant
applications based on the prioritization in the Plan's implementation strategy matrix
(Chapter VIII).
b. The Transportation Authority of Marin, Metropolitan Transportation Commission and
Association of Bay Area Governments indicate that there may be upcoming grant
opportunities to implement station area plans.
2. Incorporate some of the Plan recommendations for inclusion in the next update of General
Plan 2020. Specifically:
a. Review parking regulations and consider making changes to encourage more efficient
use of parking spaces.
SAN RAFAEL CITY COUNCIL AGENDA REPORT / Page: 8
b. Consider allowing increased height limits and FAR on certain blocks adjacent to US
101 to match existing requirements in nearby areas.
c. Explore removing maximum density requirements for residential uses near the station.
3. Continue working closely with partner agencies on implementation.
ENVIRONMENTAL REVIEW: The Plan sets forth a vision for the area around the future SMART
Station and it identifies areas for future study. As the City Council is only accepting these documents
with the completion of the work of the Citizens' Advisory Committee and directing staff to consider the
recommendations for future plans and projects, the document is not subject to CEQA review as this
vision is essentially a "planning and feasibility study" it is exempt from CEQA Section 15262. In future
implementation actions, CEQA review will be conducted as required by State law.
FISCAL IMPACT:
There is no direct budget implication of accepting the Downtown San Rafael Station Area Plan.
Subsequent implementation of the Plan's programs will require staff time for grant applications and
project management. As the majority of the Plan's ideas are for infrastructure improvements, the
Department of Public Works will most likely be the lead agency for implementation actions. The City
Council will review and approve any grant funding and staffing allocations as opportunities become
available.
OPTIONS:
■ Accept the Downtown San Rafael Station Area Plan.
■ Modify the proposed Downtown San Rafael Station Area Plan.
• Return the document to the Citizens Advisory Committee for reconsideration.
ACTION REQUIRED: Adopt Resolution accepting the Downtown San Rafael Station Area Plan.
EXHIBITS:
1. Executive Summary of the Downtown San Rafael Station Area Plan
2. Letter from Whistlestop dated May 23, 2012
3. Letter from Montecito Area Residents' Association dated May 30, 2012
4. Letter from Marin County Bicycle Coalition dated May 30, 2012
RESOLUTION NO. 13353
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN RAFAEL TO
ACCEPT THE DOWNTOWN SAN RAFAEL STATION AREA PLAN
WHEREAS, in 2004, the City Council adopted General Plan 2020, which included a
number of policies related to the two planned Sonoma Marin Area Rail Transit ("SMART") rail
stations in San Rafael, to be located in Downtown and at the Civic Center; and
WHEREAS, staff pursued grant funding for planning the areas around these stations
consistent with General Plan 2020 policies and programs including: G -23b Grants, NH -88a
Transit Oriented Development, NH 88b Safe Walkways and Bikeways, NH 36 Hetherton Office
District, C17 Regional Transit Options and SMART, C18 Local Transit Options and C20
Intermodal Transit Hubs; and
WHEREAS, in 2009, City staff and staff from other agencies met to prepare and submit
a Station Area Plan grant application to the Metropolitan Transportation Commission ("MTC").
The public agency partners for the Downtown Station Area Plan were the City of San Rafael,
SMART, Golden Gate Bridge Highway and Transportation District, Marin Transit District and
the Transportation Authority of Marin ("TAM"), collectively the Joint Project Team ("JPT"); and
WHEREAS, on May 3, 2010, the City Council authorized the City Manager to Accept
and Expend a Grant in the Amount of $528,000 from the Metropolitan Transportation
Commission for Station Area Plans for the Downtown and Civic Center San Rafael Stations, of
which a total of $388,000 was for the Downtown Station Area Plan; and
WHEREAS, the JPT partner agencies provided grant matching funds in the amount of
$97,000. The City of San Rafael provided matching funds of $1,000, SMART provided $41,000,
Golden Gate Bridge Highway and Transportation District provided $33,000, Marin Transit
District provided $20,000, and the Transportation Authority of Marin provided $2,000; and
WHEREAS, the City Council appointed the Citizens Advisory Committee on Economic
Development and Affordable Housing, formerly the Citizens' Advisory Committee on
Redevelopment ("CAC") which represents neighborhood, business, and property owners in San
Rafael, including the Downtown, to work with the community to develop the Downtown San
Rafael Station Area Plan and to advise the City Council on such Area Plan; and
WHEREAS, between July 2010 and May 2012, the CAC worked on the Draft Station
Area Plan at seventeen meetings; reviewed background data; participated in two walking tours
of the area; hosted two community outreach workshops, and a series of presentations on the Draft
Station Area Plan including presentations to the Boards of TAM and Marin Transit, the
Transportation Committee of the Golden Gate Bridge and Transportation District, and the San
Rafael Design Review Board and the San Rafael Planning Commission; and
WHEREAS, consistent with the provisions of the California Environmental Quality Act
(CEQA) Guidelines, the Downtown San Rafael Station Area Plan has been reviewed to determine
appropriate environmental review. As the Downtown San Rafael Station Area Plan is a planning
study that would not result in any actions to change or amend City policies or municipal code
regulations, it has been determined that this project is exempt from environmental review per
CEQA Guidelines Section 15262 (Feasibility and Planning Studies); and
WHEREAS, on June 4, 2012, the CAC presented its recommended Downtown San
Rafael Station Area Plan to the City Council.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of San
Rafael accepts the Downtown San Rafael Station Area Plan.
BE IT FURTHER RESOLVED that the City Council of the City of San Rafael does
hereby thank the CAC for their extensive work on the Plan.
BE IT FURTHER RESOLVED that the City Council of the City of San Rafael does
hereby direct staff to consider the Station Area Plan when making future amendments to General
Plan 2020 to incorporate relevant policy objectives and programs and to pursue implementation
of the Station Area Plan as infrastructure grant funding and staff resources become available.
1, ESTHER BEIRNE, Clerk of the City of San Rafael, hereby certify that the
foregoing Resolution was duly and regularly introduced and adopted at a regular meeting of the
City Council of said City held on Monday, the fourth day of June, 2012 by the following vote, to
wit:
AYES: COUNCILMEMBERS: Connolly, Heller, Levine, McCullough & Mayor Phillips
NOES: COUNCILMEMBERS: None
ABSENT: COUNCILMEMBERS: None
ESTHER BEIRNE, City Clerk
Downtown San Rafael Station Area Plan
Executive Summary
This project is funded in part through the Metropolitan Transportation Commission's Station Area Planning Program.
The preparation of this report has been financed in part by grants from the U.S. Department of Transportation. The
contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation.
The full report can be found at www.citvofsanrafael.oralstationareaplans
Background
SMART
The Sonoma Marin Area Rail Transit ("SMART") is a planned 70 -mile rail corridor for
passenger trains from Cloverdale to Larkspur. The SMART rail corridor encompasses the
former NWP ROW. The SMART corridor will eventually have 14 stations. SMART's
Initial Operating Segment ("IOS") is from Downtown Santa Rosa to Downtown San
Rafael. Rail service is anticipated to begin in 2016.
San Rafael will have two SMART stations; one at the Marin Civic Center and one in
Downtown. The Downtown San Rafael SMART station is the second southern -most
station along the full SMART rail corridor and currently the major transfer point for
connecting bus service within Marin County and to the Larkspur Ferry for San Francisco
bound passengers. It is the southern -most station for the IOS.
Downtown Station Area Plan
The coming of SMART rail service to Downtown San Rafael in 2016 is an opportunity to
build on the work that the City of San Rafael has undertaken to revitalize the Downtown
and to create a variety of transportation and housing options, economic stability, and
vibrant community gathering places in the heart of San Rafael. This Downtown Station
Area Plan builds on previous City initiatives to create a more vibrant, mixed-use, livable
area supported by a mix of transit opportunities, including passenger rail service.
The City of San Rafael received grant funding from the Metropolitan Transportation
Commission to prepare this Station Area Plan for the area around the future Downtown
rail station. The Station Area Plan is a multi -agency collaborative planning effort
between the City of San Rafael, SMART, Golden Gate Bridge Highway and
Transportation District (GGBHTD), Marin Transit, the San Rafael Redevelopment Agency,
and the Transportation Authority of Marin (TAM).
The Redevelopment Agency Citizen Advisory Committee (CAC) has provided oversight
for the development of the Downtown Station Area Plan. The CAC is composed of
representatives of the citizens of San Rafael, including residents, businesspersons and
property owners.
Page 1 of 11 exhibit �-:
Plan Area & Existing Conditions
The Station Area Plan encompasses
a 1/2 -mile radius around the
planned Downtown San Rafael
SMART station. The Plan focuses on
an area bounded by Mission
Avenue, Irwin Street, the San Rafael
Canal and Lincoln Avenue.
The Station Area Plan (the "Plan")
The Plan considers conditions in the area including treffic, pedestrian and bicycle
connections, and land use patterns, such as the location of residential neighborhoods
and areas ofcommercial concentration. The Plan sets out acommunity-supported |onQ-
terno strategy for the Downtown San Rafael station area, including the reconfiguration
and operation of new Downtown San Rafael transit complex. Through the station
area planning process, the San Rafael community has considered and provided input on
the safest way for buses, pedestrians, bicyclists, and automobile drivers to travel to and
from residential and commercial areas, the best ways to access the SMART station and
nearby services, the most appropriate crossing improvements, design guidelines to
maximize amenities and passenger rail ridership potential, and strategies Losustain and
improve economic vitality.
The Man is largely conceptual, laying out broad goals for the Plan Area and options for
achieving these goals. Elements that compose the community's vision for the station
area may require further or more detailed study as they are implemented going
forward.
Page 2 of 11
Goals of the Plan
The five goals for the Plan are:
1. Integrate rail and bus transit within the Plan Area.
2. Provide a street network that supports the Plan's land use vision while balancing
the needs of motorists, bus and rail customers, bicyclists, and pedestrians.
3. Enable pedestrians and bicyclists to safely and comfortably get to, around, and
through the Plan Area.
4. Supply adequate parking for new housing and businesses while encouraging
transit use, walking, and bicycling.
5. Explore making zoning changes to provide a consistent urban fabric on both
sides of the freeway.
6. Enable new transit -oriented development characterized by increased activity, a
mix of uses, and a strong sense of place.
Vision for the Area
The planning process involved multiple community workshops and meetings, extensive
discussion among the agencies that compose a project team and steering committee
and the members of the San Rafael Redevelopment Agency Citizen's Advisory
Committee. The process has allowed for an intensive study of transit operations,
opportunity sites, and traffic, parking, and bicycle/pedestrian conditions. Several visions
emerged from this process that should guide implementation of the Plan:
• Fostering a strong sense of place will be critical to meeting the community's vision
for the Plan Area as the gateway to Downtown San Rafael.
The implementing agencies should work together to integrate the Plan's
elements into a cohesive whole and create a unique sense of place. Reuse of the
Whistlestop building, enhancement of the existing strong pedestrian character &
sense of place from the Downtown core to the east side of 101 with Streetscape
treatments, pedestrian amenities, artwork, public gathering spaces, restored
natural features, and high-quality architecture and design will all contribute to
achieving this vision.
• Providing a range of improvements to the street network and bicyclejpedestrian
conditions to set the stage for future redevelopment and to promote transit
ridership.
The Plan Area is characterized by significant traffic congestion and gaps in the
bicycle and pedestrian network. Addressing these challenges and providing
improved bicycle and pedestrian conditions will help encourage transit ridership
and make the area more attractive for new development.
Page 3 of 11
• Modifying parking and land use regulations to open up opportunities for
redevelopment.
The opportunity sites analysis conducted as part of the planning process showed
that modifications to parking, height, density, and floor area ratio regulations
can assist in enabling the kind of development envisioned for the area. Even
after regulatory changes are made, however, the sites in the area are small, so
accommodating sufficient parking as part of individual development projects is
likely to remain a challenge. Improved parking demand management, combined
with strategies to enable some off-site parking such as the development of a
new municipal parking structure, may play an important part in facilitating new
development.
• Providing improvements to improve existing conditions for pedestrians, cyclists and
transit users and to accommodate the SMART station and train service.
Some improvements are needed to accommodate SMART's initial operations,
and will need to be completed within a relatively short time frame. However,
the Plan also includes improvements to the Bettini Center, street network, and
bicycle and pedestrian conditions that address challenges that existed prior to
SMART. While these latter improvements could be implemented independently
of SMART's development, the introduction of SMART service may create an
opportunity to make these long -needed improvements that will also help
optimize the benefit of SMART to San Rafael.
Implementation Actions
Goal 1. Integrate rail and bus transit within the Plan Area.
The Plan examined strategies for integrating SMART service with existing Golden Gate
Transit, Marin Transit, and other transportation providers in the Plan Area. This includes
three concepts: short, medium and long term implementation. Implementing the short-,
mid-, and long-term visions will require coordination among the City and the multiple
transit providers that serve the Plan Area.
Concept A. "Day 1 " Opening Day. SMART !OS to Downtown
In order for SMART's IOS to operate safely and in accordance with California Public
Utilities Commission (CPUC) regulations, a series of improvements will be required prior
to implementation of the IOS, including:
i. Install new traffic signal controllers and upgrade signal interconnection systems.
ii. Mitigate the likelihood of jaywalking between the Bettini Center and SMART
station through physical design, coordination among transit agencies, and
enforcement of jaywalking regulations.
iii. Coordinate bus and rail schedules to minimize disruption of bus service.
Page 4 of 11
Concept B. Mid -Term: Improve Operations of the Current Bettini Center.
The Plan recommends the following medium-term actions to improve operations at the
existing Bettini Center:
i. Modify Platform C and Platform D when rail service is extended to the south, as
described in Chapter V, Section 2 of the Plan
ii. Consider options for providing additional space for shuttles, buses, taxis, kiss -
and -ride, and other passenger loading activities, as discussed in Chapter VI,
Section 6 of the Plan.
Concept C. Long -Term: Consolidate bus and rail service in a San Rafael Transit
Complex surrounding the SMART station.
The Plan's long-term vision recommends creating an integrated San Rafael Transit
Complex surrounding the SMART station.
Goal 2. Provide a street network that supports the Plan's land use
vision while balancing the needs of motorists, bus and rail
customers, bicyclists, and pedestrians.
The Plan identified several potential improvements to the street network that would
improve multi -modal access to the transit center and help address congestion in the
Plan Area. The City would take the lead on these implementation actions, which involve
changes to the City -owned right-of-way.
Concept A. Consider modifications to Tamalpais Avenue to create a `front door"
to the transit stations and facilitate passenger loading and bicycle/pedestrian
activities.
The planning process evaluated alternatives for modifying Tamalpais Avenue between
Second Street and Mission Avenue to allow this section of Tamalpais to serve as a "front
door" to the transit stations, facilitate passenger loading activities, and create space for
wider sidewalks, bicycle lanes, and green space.
Concept B. If and when the Bettini Center is relocated, explore implementing
traffic capacity improvements on Hetherton Street while balancing the needs of
other modes.
Moving the Bettini Center to the SMART station block could potentially allow the City to
increase capacity on Hetherton Street, as discussed in Chapter VII, Section 2 and the
"Alternatives Report." However, this proposal would require further study. Any
improvements to traffic capacity should be considered in light of potential impacts on
bus and rail, bicyclists, and pedestrians.
Page 5 of 11
Goal 3. Enable pedestrians and bicyclists to safely and comfortably
get to, around, and through the Plan Area.
The Plan identified a number of improvements that would improve bicycle and
pedestrian safety and encourage more people to walk or bike to, around, and through
the station area..
Concept A. Consider options for improving bicycle and pedestrian access on
Tamalpais Avenue.
The Plan considered several bicycle and pedestrian improvements to Tamalpais Avenue,
including widening sidewalks, constructing bicycle facilities, and providing green space
in the City -owned right-of-way adjacent to the SMART tracks. These improvements
would require modifications to Tamalpais Avenue (see Goal 2, Concept A, above) in
order to free up the required right-of-way.
Concept B. Explore other options for improving pedestrian and bicycle
conditions in the Plan Area.
The Plan identified a number of other potential improvements that would significantly
improve pedestrian and bicycle conditions in the Plan Area. These improvements could
include:
i. Wider sidewalks, improved pedestrian crossings, and extended curbs adjacent to
the transit stations, including on Second Street, Third Street, and/or Netherton
Street.
ii. Wider sidewalks and improved pedestrian connections under US 101 at Third,
Fourth, Fifth, and/or Mission Streets.
iii. Bicycle signage on Fourth Street, Fifth Street, Lincoln Avenue, and Mission
Avenue.
iv. A multi -use path along the southern side of Second Street between Netherton
and Irwin Streets. The path could be further extended to Francisco Boulevard,
with an undercrossing of the southbound US -101 on-ramp, an at -grade crossing
of the SMART tracks, and a new east -west crosswalk at Francisco Blvd.
v. Improved public space along Fourth Street or a Station Plaza at the north end of
the Whistlestop site.
Concept C. Consider adding wayfinding signs and features in and around the
Plan Area.
New wayfinding features in and around the Plan Area would help orient visitors to San
Rafael and facilitate access to the transit stations, downtown, and shopping and other
amenities. The City could coordinate efforts with GGBHTD, which is implementing MTC's
Hub Signage Program — a regional effort to install standardized wayfinding signs, transit
information displays, and real-time transit departure indicators — at the Bettini Center.
SMART and GGBHTD could also consider asking MTC to modify the scope of the Hub
Page 6 of 11
Signage Program to include integrated wayfinding for the SMART station and bus transit
center.
Concept D. Work with developers and property owners to provide wider
sidewalks and pedestrian amenities along the frontages of the transit center
and parcels as they redevelop.
Portions of Hetherton Street and Tamalpais Avenue have narrow sidewalks and other
pedestrian deficiencies. As redevelopment occurs, the City could work with developers
to widen the sidewalks and provide pedestrian amenities adjacent to development sites.
Goal 4. Supply adequate parking for new housing and businesses
while encouraging transit use, walking, and bicycling.
The Plan recommends a series of changes that the City could make to parking policies
and identifies opportunities for expanding parking capacity in the Plan Area. These
recommended actions are intended to address concerns about the parking spaces that
will be removed to accommodate SMART service; ensure efficient use of new and
existing parking spaces, whether publicly or privately owned; limit the impact of parking
from commuters, visitors, and new residents on existing residential neighborhoods
surrounding the Plan Area; facilitate the development of small parcels; and encourage
the use of alternatives to the private automobile.
Concept A. Review parking regulations for the Plan Area and consider making
changes to encourage more efficient use of privately owned parking spaces.
The Plan explored a range of short- and long-term options for adjusting City regulations
to ensure that privately -held parking is managed efficiently and to facilitate the
development of small lots that can dedicate limited space to parking. Options include
reducing minimum parking requirements, allowing off-site parking for new
development, allowing tandem parking and/or unbundled parking, and/or allowing
bicycle parking in lieu of some portion of required automobile parking (see Chapter IV,
Section 2). Implementing these changes would require making amendments to the
City's zoning code.
Concept B. Consider implementing public parking management strategies in the
Plan Area.
The Plan also evaluated parking management strategies that the City could implement
to help accommodate public parking demand, while protecting existing residential
parking and encouraging walking, bicycling, and taking transit over driving. As discussed
in Chapter IV, Section 1, potential strategies include installing new signage to show
parking locations and time limits; establishing short-term parking zones; installing
electronic meters; and/or exploring strategies to manage parking on residential streets.
Concept C. Explore the feasibility of establishing car -share near the transit
stations.
Page 7 of 11
A car -share program could help reduce reliance on the private automobile, in turn
reducing parking demand and vehicle travel. A private car -share organization would
most likely provide and maintain the cars; the City could dedicate municipally -owned
parking spaces for car -share and work with TAM to provide additional incentives as
required.
Concept D. Explore opportunities to provide additional parking for bicycles.
Various agencies play a role in providing bicycle parking in the Plan Area. The City sets
bicycle parking requirement for new development. Golden Gate Transit provides bicycle
parking to serve bus riders. SMART will provide bicycle parking to serve train riders
when SMART service begins. Caltrans provides additional public bicycle parking under
Highway 101. As demand for bicycle parking increases, there may be opportunities for
these agencies to create efficiencies by coordinating the provision of new bicycle
parking.
Concept E. Consider options for providing additional municipal parking.
The strategies described above will help manage parking demand and supply in the
Study Area. Even with these strategies in place, however, new parking spaces may still
be required to replace the parking that will be removed with the construction of the
SMART station and to absorb future increases in parking demand from new residents,
businesses, visitors, and SMART and other transit customers.
The planning process identified and evaluated several potential sites for a new
municipal parking garage.
Concept F Consider ways to meet parking demand for transit users as needed.
As transit use expands, reserving additional parking spaces for transit riders may be
required. However, the City and transit agencies should prioritize other modes of
accessing the transit stations, such as walking, bicycling, buses, etc.
Goal 5. Explore making zoning changes to provide a
consistent urban fabric on both sides of the freeway.
The Plan provides several recommendations intended to provide a consistent urban
fabric on both sides of US 101, and to ensure that — if bus operations are relocated — the
Bettini Transit Center site is redeveloped in a way that benefits the community and
contributes to a vibrant, mixed-use environment.
Concept A. Consider allowing increased height limits and Floor Area Ratio (FAR)
on certain blocks adjacent to US 101 to match existing requirements in nearby
areas.
Extending the character of the "Hetherton Gateway" area (the portion of the Plan Area
located west of US 101) under the freeway to Irwin Street would help make the Plan
....... .: .
Area a welcoming gateway to San Rafael. In order to accomplish this goal, the Plan
�
In the blocks bounded bvTan1a|pais Avenue, Hetherton, Mission Avenue, and
Second Street, allow building heights up to S6feet and FAR up to 2.0 to match
the current height limits and FAR allowed on Tarna|pois between 3 r Street and
m
�
In the blocks along the west side of Irwin Street between Mission Avenue and
Fourth Street, both sides of Irwin Street between Fourth and Second Streets, and
along the south side of Fourth Street between Irwin Street and Grand Avenue,
a||ovv building heights up to 54feet and FAR up to 1.5 to match the heights and
FAR allowed west ofUS 101.
The recommended height and FAR, as well as existing height and FAR requirements in
surrounding areas, are shown in Figure VIII -2 and Figure Vill-3. These regulatory changes
would require amendments to the General Plan and zoning code, as well as
environmental review.
Figure 0II-IRecommended Building Height Limits
Page 9 of 11
M3
Figure VIII-3.RecommendedB0
ROM
,
Goal 6~Enable new transit -oriented development
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In order to enable a greater variety of building types and achieve the Plan's vision of
vibrant, mixed-use district, the Plan recommends that the City consider allowing
additional height and FAR increases in exchange for community amenities, and
removing maximum density requirements on residential units.
Concept A. Explore allowing a height andlor FAR bonus for developments that
provide community benefits in the Plan Area.
In exchange for community benefits such as public open space, public art, providing
carshare or bicycle parking, etc., the City could consider allowing discretionary height or
FAR bonuses in addition to those required by state law. These discretionary height
and/or FAR bonuses would be implemented separately from the proposed increases in
allowable height and FAR discussed in Goal S, Concept A. Allowing increased building
height limits could ai/ovv a greater diversity of building types, contributing to a more
vibrant urban fabric that serves as a gateway to downtown San Rafael. The actual
building heights/FARsand level of community benefits that could be achieved would
depend on market conditions when development proposals come forward. Establishing
a new height and/or FAR bonus would require amendments tothe General Plan and
zoning code, as well as environmental review.
Concept B. Explore removing maximum density requirements for residential
uses in the Plan Area.
The opportunity site assessment performed as part of the planning process found that
under current regulations, maximum density was the most restrictive regulation limiting
the types of residential buildings that can be built in the Plan Area. In other words, the
maximum density is typically reached before either the maximum building height or
maximum FAR. By removing or relaxing this density requirement, the City would
effectively allow height and FAR limits to determine the density and number of
residential units that can be built on a given site. Changing the density requirement
require amendments to the General Plan and zoning code, as well as environmental
review.
Concept C. Facilitate reuse of the Whistlestop site
The Plan recognizes the Whistlestop site as critical to creating a strong sense of place
and providing character for the area, and recommends reusing the site in a manner that
integrates well with the station design and related activities, creates an active ground
floor use, and provides a gathering place for the area. Recommended options to be
explored include:
■ Address the lack of parking at the building. This could be addressed through site
design, zoning considerations, including permitting off-site parking.
■ Integrate the SMART station platforms with the Whistlestop site to create
compatibility and improve a functional integration of uses and pedestrian
connections.
■ Create an attractive link to the Fourth Street retail core and Downtown.
■ Provide an active, welcoming point of arrival to Downtown San Rafael.
■ Integrate the site with transit passenger drop-off and loading activities on
Tamalpais Avenue.
Concept D. Facilitate eventual reuse should the Bettini Transit Center be
relocated.
To facilitate the site's eventual reuse as an active mixed-use development should bus
operations be relocated, the Plan recommends rezoning the Bettini Center site to
conform to the surrounding Hetherton Office zoning, a designation that permits a
variety of retail, office, and multi -family residential uses.
'Adk6-
whistitstop
IMEMM
I I
City of San Rafael
1400 Fifth Avenue
San Rafael, CA 94901
Founded in 1954 as the Marin Senior Coordinating Council, Whistlestop promotes the
independence, well-being and quality of life for older adults and people living with
disabilities in Marin County. The Active Aging Center property, owned and operated bj
Whistlestop at 930 Tamalpais Avenue since 197 1, provides delicious meals, educational
classes, multicultural gatherings and helpful information and referral services. Whistlest
P
.21so provides special needs transportation services through Marin Access, a partner-shil
of Whistlestop, Marin Transit and Golden Gate Transit. I
With the development of the SMART Downtown Station, Whistlestop will no longer
have access to parking and bus loading areas within the SMART right of way. Losing t
parking and loading areas essentially curtails Whistlestop's ability to use our property
the current configuration to provide necessary and required access to services on sit]
E
The need for Whistlestop's services in our community is, however, growing. Our vision
for the Station Area provides a safe haven for older adults and the disabled and access t4
downtown San Rafael social, entertainment and commercial activities. We believe that
our property is ideally situated to provide that opportunity. The current General Plan
and zoning designations provide for a mixed use transit oriented development
incorporating social and transit services, offices and housing. Located in the downtown
jWj gio jrtv iroildes i jr4less connection
DeLweef) v I U wgt I I I md I I I. I U' -d ILI 41131%, 30
needs of older adults and those with disabilities.
Whistlestop's "planning horizon" for the property is now. With SMART's anticipated
construction of the Station in the next two to three years, Whistlestop must initiate
efforts to pursue the redevelopment of our property to continue the provision of
essential community services. We believe the Downtown Station Area Plan should
pursue plans to do so. The result would be a truly welcoming, accessible vision for the
entire community.
Sincerely,
Joe O'Hehir, CEO
LExhibit 21
P.O. Box 150266
San Rafael, CA
DATE: May 30,2012
FROM: The Montecito Area Residents' Association (MARA)
TO: City of San Rafael Mayor and City Councilmembers
cc: Rebecca Woodbury, Stephanie Lovette
FOR THE PUBLIC RECORD
RE: Revised Final Draft of the Downtown San Rafael Station Area Plan dated May 24,
2012
We have reviewed the final draft Plan noted above, and would like to make
some brief comments on it as it relates to our neighborhood, which is the closest
neighborhood in San Rafael to the Plan area. This letter is a revised update of our
previous letters of Jan 6 and Jan 151h, which were responding to previous drafts
of this Plan. These comments are not comprehensive, but touch on the issues
which we feel to be of most importance/concern to our neighborhood. We are
aware that this Plan is merely a conceptual vision which looks out far into the
future. We appreciate all of the hard work and outreach that has gone into it. We
are very happy to see that improvements are contemplated to facilitate
pedestrian and bicycle circulation in this area - most of us walk around/through
this area frequently, and some of us bike in it - we understand the current
problems pedestrians and bicyclists face trying to navigate these streets.
1) PARKING Our first concerns are, in order, parking, parking, parking,
parking, etc.... This is not a future VISION type problem - this is a current
problem which will be made much worse by the near term arrival of the
SMART train to downtown San Rafael. As described in the Plan, dozens of
currently legal parking spaces will be eliminated in this area very soon by the
arrival of the SMART train. When the bus station/Transit Center was built,
no parking was provided for bus commuters. This has already resulted in
commuters routinely parking on our neighborhood streets. Because of this,
and because the City has relaxed off street parking requirements for the
many now legal extra units, etc., our neighborhood streets have a severe
parking problem. It is our understanding that SMART will also not be
providing any parking for its commuters, which will exacerbate this
situation. In addition, this Plan contemplates an enormous amount of
commercial and residential development in the future, and suggests
"solutions" to the parking problem among which are a further reduction in
parking requirements for such new development.
There is one small paragraph in the 152 page long plan about "protecting
residential neighborhoods" regarding parking for SMART and for all of the
proposed new development (see page 64). We have been inquiring about the
possibility of the City looking into residential parking permits for years, and
we are very glad to see the subject mentioned in this draft Plan.
Unfortunately, the tone of this one mention of the neighborhood parking
problem and a possible solution is fairly pejorative and dismissive. The idea
of residential permit parking, as it is used in SF, for example, is NOT "to
prevent non-residents from parking on residential streets". It is to prevent
COMMUTERS from using residential streets as parking lots. Thus, most such
permit programs allow short term parking, evening parking, weekend
parking, etc. by anyone. The paragraph goes on to state that "previous
studies" have found the cost prohibitive - what studies? We have been asking
for such a study for years, and have never been told that one had ever been
done. Cities such as SF, Sausalito, Mill Valley, and San Anselmo have various
sorts of residential parking programs, and have been able to do that without
charging prohibitive costs back to residents. Usually these programs only
apply in certain geographic areas which are unusually impacted by nearby
commercial/transit areas.
We are very happy to note that, since we brought up this concern in January,
we have been told that there will be a City Council Study Session on the topic
of residential parking permits sometime this summer - we look forward to
that, and hope that it will result in some sort of solution.
2) HIGH RISES EAST OF 101: The next concern we would like to mention at
this time is the extension of an FAR of 1.5 all the way down the South side
of Fourth St. to Grand Ave., and all along the West side of Irwin St. from
Fourth St. to Mission Ave. This extends the original 2020 Plan idea of the
"Netherton Gateway" way to the East of 101, and will result in the
construction of high rise walls on two sides of our neighborhood. In fact, the
area along Fourth St. from Irwin to Grand Ave. is actually completely outside
of the "Plan Area" of this Plan as it is defined in the Plan (see page 6). The
excuse for this expansion of the Plan beyond the Plan Area is to "make a
welcoming gateway" into San Rafael". However, no one enters downtown
San Rafael from Fourth Street East of 101! Fourth St. dead ends 2 blocks
beyond Grand at Union St.. People entering by bus or in the future by train
arrive several blocks to the West of Hwy 101. Autos enter SR from the South
on Irwin, then turning West towards the Plan Area, or from the North on
Heatherton, then turning West towards the Plan Area. At the Planning
Commission meeting on this Plan on Jan loth one of the Commissioners called
the increases of FAR and building heights to the East of Hwy 101 an example
of "mission creep", and all seven of the Commissioners made comments to
the effect that they did not think it was a good idea. Fifth St. is 100%
residential from the corner of Irwin to Grand, as is Mission. The very tall
proposed buildings along Fourth and Irwin would plunge the residences
along Fifth St. and parts of Mission Ave. into shadows all day long, and invade
their privacy. Also, both sides of Grand are 100% residential North of the
corner of Fourth St., and the proposed huge buildings would similarly
negatively impact that part of our neighborhood. No "step down" in heights
is provided to make a transition to the neighborhood.
These proposed extensions of the FAR breach the current General Plan
(2020) in areas too numerous to list them all (no attempt appears to have
been made to compare/contrast anything in this Plan with the current
General Plan 2020) but paragraph NH -2 provides an example of the main
ideas that are repeated in many places in the 2020 Plan:
NH -2: (goal)
Preserve, enhance and maintain the residential character of
neighborhoods to make them desirable places to live"
The irony is that our neighborhood is an example of what is now desired as a
residential neighborhood that is within walking distance of transit and
commercial areas. It does NOT represent "suburban sprawl", and never has.
It was originally built over 110 years ago, BECAUSE OF ITS PROXIMITY TO
DOWNTOWN AND THE RAIL ROAD! It consists of old well maintained
historic homes, as well as many rental apartment buildings, and many
previously single family homes which have added units or become multi-
family buildings. It is the home of two large senior living facilities, and
several group homes. It is very dense and very diverse, and its residents
represent a very wide range of income levels. Residents, and students who
attend SRHS or Dominican University, take advantage of its proximity to
Downtown and the bus transit center, as well as the thriving commercial area
along Fourth and Third Streets which include a Whole Foods, a CVS, a Rite
Aide, a Trader Joe's, and United Market, among many other things. This
neighborhood is an example of a neighborhood which already fits perfectly
into the future, while preserving some of the best historic architecture of San
Rafael's past.
In addition to the impact on our neighborhood, the construction of high rise
buldings both to the West and to the East of Hwy 101 would result in
creating a "canyon" effect for cars driving on Hwy 101 through San Rafael -
all views of the City or the Bay would be blocked, and you might think you
were in Los Angeles.
3) HISTORIC TRAIN STATION TO BE DESTROYED: Lastly, we are very
disappointed to see that the language in previous drafts of this Plan about
preserving and re -using the old historic Train Station (the Whistle Stop
building) have been deleted. This is a valuable historic asset, and there is
universal support in our neighborhood for its preservation. It could become
a fantastic entrance/real gateway into San Rafael.
Thank you for your consideration.
Respectfully,
The Board of MARA
Vickie Hatos
Sid Waxman
Jackie Schmidt
Constanza Perry
Helenclare Cox
Bryn Deamer
Sherna Deamer
Kay Corlett
Scott Kaplan
wwwrnarinbike-org
V 415 456 3469
F 415
.•
733 Center Blvd.
Fairfax, CA 94934
Board of Directors
Maureen Gaffney, President
Mark Comin, Vice President
Don Magdanz, Secretary
Ian Roth, Treasurer
Phil Brewer
Chris Hobbs
Jennifer Kaplan
Fred Morfit
Scott Penzarella
John Vipiana
Advisors
Mark Birnbaum
Joe Breeze
Tom Hale
Deb Hubsmith
Jim Jacobsen
Patrick Seidler
Julia Violich
Staff
Kim Baenisch
Executive Director
Tom Boss
Membership Director
Bob Trigg
Administrator
April Spooner
Volunteer and Activities
Coordl'nator
Andy Peri
Advocacy Director
Alisha Oloughlin
Advocacy Coordinator
Erik Schmidt
Off -Road Director
Wendi Kallins
Safe Routes to Schools Director
Laura Kelly
Safe Routes Vol u=eer _riaison
Peggy Clark
Safe Routes Pro3ect Coordinator
"hare the Road Program. Manager
Gwen Froh
Safe Rcuces Teen Coordinator
James Sievert
afe Routes Teen Coordinator
and instructor
Shumit DasGupta
safe Routes ?nst_actor
I
May 30, 2012
Rebecca Woodbury
Management Analyst
City of San Rafael
P.O. Box 151560
1400 Fifth Avenue, Room 203
San Rafael, CA 94915-1560
Subject: Final Downtown San Rafael SMART Station
Area Plan
9 MMU -111 =To# gliom
The Marin County Bicycle Coalition (MCBC) is writing to
express our gratitude for ensuring that the safety and
circulation concerns of bicyclists have been addressed in
the Downtown San Rafael SMART Station Area Plan
(SAP). As a result, the Final SAP now better provides
options for increased safety, comfort and convenience of
cyclists utilizing the North-South Greenway through San
Rafael and accessing the SMART and the Bettini Transit
Stations.
As revised, the Final SAP not only addresses the needs of
cyclists, but also serves to fulfill one on the major goals of
the Plan, which is to provide a safe, user-friendly
bicycle/pedestrian environment, enticing more people to
walk or bike to the transit stations, and thus, resulting in
reduced parking demands and traffic congestion within the
Plan Area.
MCBC urges the San Rafael City Council to approve the
SAP as presented.
Sincerely,
April 2, 2012
San Rafael City Council
San Rafael City Hall
1400 5th Avenue
San Rafael, CA 94901
Honorable Mayor and Council Members,
Sustainable San Rafael has previously commented to the Citizens Advisory Committee (CAC)
regarding the Draft Downtown Station Area Plan (DSAP) and has followed the development of
the Plan closely, believing its policies are critical to our city's sustainable development. The
arrival of SMART and our adaptation to the changes it will bring are among the most significant
development issues we face. We appreciate the careful consideration it has received.
The Plan applies sustainable practices to an existing environment largely dominated and
frequently overwhelmed by automobiles. Although we may not eliminate cars in the near future,
this Plan begins the process of ending our reliance on a single mode of transportation. We ask
that the Council keep this guiding concept in mind as the Plan develops into brick and mortar.
We support your action to accept the final Plan this evening and to diligently pursue its
implementation so that the city benefits fully from the arrival of SMART. We recommend that
you accept the Plan tonight, and charge the CAC and staff with refining implementation
priorities and timing, with continued input from the public. The following items are of particular
importance during implementation;
Compact development. SSR supports the proposed increases of heights and FAR to
encourage development close to transit and to achieve greater continuity of development
to help overcome the barrier of the freeway. These changes are consistent with the goals
of San Rafael's Climate Change Action Plan and the Sustainable Communities Strategy.
Current structures of this scale on Fourth Street have integrated well into the fabric of
downtown. We understand and support the concern of residents east of the freeway for a
stepped down entry to the downtown, and we believe that the revised final Plan allows
the City to address these concerns during the subsequent development of zoning revisions
and design guidelines.
• Flexible parking requirements. The DSAP includes a range of recommendations for
parking and, indeed, flexibility will be needed. The vision remains for a pedestrian and
bike friendly area and reduction of automobile use. This may require multiple strategies
to create living space for the growing number of residents not wishing to own a car. At
the same time, the Plan recognizes that parking impacts on adjacent neighborhoods need
to be addressed. Again, this can be accomplished as code revisions are developed.
Bicycle and pedestrian improvements. The DSAP appropriately creates links with the
City's Bicycle and Pedestrian Master Plan. We encourage the careful development of the
"Complete Street" concept for Tamalpais Avenue to complement the Hetherton bikeway
north of Fourth Street and to complete the connection south to the Mahon Creek path and
the Canal Paseo. Creating a safe connection to the Canal and east San Rafael along
Second Street may be challenging, but it is critical to the overall success of the plan.
Other public improvements. The Plan includes a small plaza at the north end of
Whistlestop and a greenway along the northern reach of Tamalpais. These would be
delightful additions of public space, but they are not enough. This planning area will help
establish San Rafael's identity well into the future. The area needs both consistent design
guidelines for private development and a coordinated public improvement program,
grounded in the best principles of urban design, to integrate the plaza, greenway, bicycle
and pedestrian improvements, under -freeway connectors and creek -side improvements
into a coherent whole. Only then will the opportunity presented by this Plan be fully
realized in a livable and animated district.
• Workforce housing. The Plan acknowledges the need for below -market -rate housing but
adds little beyond what is already in the General Plan. Additional bonuses or other
incentives need to be explored during the code -development phase of implementation,
along with the identification of appropriate sites. This is an ideal area for workforce
housing, and we believe that extraordinary means should be used to achieve it.
• Sea level rise. Finally, we are concerned that to bring this Plan to fruition may require
additional resources to defend the area from the incursions of predicted sea level rise.
Significant portions of the study area lie within the threatened zone. The Plan does not
address this issue substantively, but only by reference to the climate adaption actions in
CCAP. Near-term attention to these actions is prerequisite to the Plan's success.
The Plan is a good description of our collective hopes for the future of San Rafael. We look
forward to working with the City on the hard part, making the vision come true.
Sincerely,
Jerry Belletto,
Secretary
May 30, 2012
San Rafael City Council
City Hall
1400 Fifth Avenue
San Rafael, CA 94901
Honorable Mayor and Council Members:
Sustainable San Rafael has previously commented on the Downtown Station Area Plan in a letter
of support dated April 2, 2012. (Please see attached). Since then, presentation to the Council has
been delayed while a key element of the plan, the future of the Whistlestop building, was re-
considered. SSR is not commenting on the merits of the proposed development, other than to
lament the inability of the community so far to find a solution that would retain an iconic
building while allowing our seniors to enjoy the benefits of a re -vitalized downtown area.
The Whistlestop building's historical use as a train station and its classic neo -mission style,
linking San Rafael to California's past, were recognized by citizens at all of the Station Area
public workshops, making it's re -use perhaps the single most -agreed-upon element of the Plan.
While the Station Area Plan continues to provide a clear roadmap to a more sustainable
downtown, the potential loss of this building highlights some key elements that will be essential
to the Plan's successful implementation:
• This site is a key point of entry to San Rafael and needs to be a welcoming and lively.
• An iconic architectural statement is necessary here to mark that entry.
• The ground floor of this site should be as active and accessible as possible, featuring
cafes and other retail, ideally with an arcade linking the station platform and Tamalpais.
• The designs of the station platform and the adjacent site demand careful integration,
which has not yet been provided by either SMART or Whistlestop.
• The already -limited dimensions of the public rights-of-way for both SMART and
Tamalpais Avenue must be preserved and used to optimize their public purposes in
accordance with the Plan. (For instance, the substandard width of the west platform
proposed in the preliminary SMART design needs immediate re -study to achieve a width
appropriate to what will likely be the most heavily used platform in the SMART system.)
• At the same time, certain functions required for use of the site, such as drop-off and
loading, could be provided in concert with the pubic drop-off and loading zones and other
"complete street" improvements that the Plan proposes for the Tamalpais right-of-way.
Another key element of the Plan, flexibility of parking requirements (including off-site
parking), should likewise be applied proactively by the City to accommodate optimal re-
use or redevelopment of this critical site. Certainly, parking should in no event be
allowed (much less, required) to pre-empt active, pedestrian -friendly ground floor uses in
a gateway development immediately adjacent to a primary transit station. That would be
completely at odds with the spirit and specific recommendations of the Plan.
• The station plaza that the Plan suggests for the north end of the site is a minimal amenity
to anchor the visual character of the Station Area—it should be expanded (not
eliminated), and amplified with the adjacent street landscaping, public artwork, creek -
side greenways, and landscape treatments of Tamalpais that the Plan proposes.
• The site needs careful integration with the "complete street" improvements recommended
for Tamalpais (from 2nd to Mission) and Fourth Street (from Lincoln to Grand), unifying
the inviting, pedestrian character of this new gateway district.
SSR recognizes that the Downtown Station Area Plan is a work in progress, and we therefore
urge the Council to charge the Citizen Advisory Committee for Economic Development with the
on-going responsibility of monitoring Plan implementation and keeping it faithful to the vision
and values it has expressed. Next steps include:
• Preparing necessary Code revisions, including parking requirements.
• Developing a comprehensive Public Improvements program for the district.
• Establishing design guidelines to unify and integrate private and public
improvements to create the "sense of place" called for by the Plan.
• Resolving the future of the Whistlestop site as the centerpiece of the Station Area,
including its integration with the SMART station itself.
Since the downtown area is one of two Preferred Development Areas in Marin, we recommend
that the City actively pursue MTC funds to support such a unified Plan Implementation effort.
The arrival of SMART presents San Rafael with a rare opportunity to control its future, to turn a
vision on paper into a real place of charm and sustainability—and ultimately to reclaim the
City's streets from the encroachment of the freeway, returning them to spaces dominated by
people, not cars. To capture that opportunity, it's vital that the momentum of the Station Area
planning process continue without pause.
Sincerely,
Jerry Belletto,
SSR Secretary
CITY OF SAN RAFAEL
ROUTING SLIP / APPROVAL FORM_,'-,,,,
INSTRUCTIONS: USE THIS FORM WITH EACH SUBMITTAL OF A CONTRACT, AGREEMENT,
ORDINANCE OR RESOLUTION BEFORE APPROVAL BY COUNCIL / AGENCY.
191:9-11: 119k1:401
DATE:
TITLE OF DOCUMENT
Stephanie Lovette
.Economic Development
March 26, 2012
SRRA / SRCC AGENDA ITEM NO.
DATE OF MEETING: June 4, 2012
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN RAFAEL TO
ACCEPT THE DOWNTOWN SAN RAFAEL SMART STATION AREA PLAN
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(LOWER HALF OF FORM FOR APPROVALS ONLY)
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