Chapter 18.34 — PEDESTRIAN AND TRANSIT ORIENTED DEVELOPMENT (PTOD)

COMBINING DISTRICT REGULATIONS

(a) California Avenue Pedestrian and Transit Oriented Combining District

The California Avenue Pedestrian and Transit Oriented Development (PTOD) Combining District is intended to allow higher density residential dwellings on commercial, industrial and multi-family parcels within a walkable distance of the California Avenue Caltrain station, while protecting low density residential parcels and parcels with historical resources that may also be located in or adjacent to this area. The combining district is intended to foster densities and facilities that:

(1) Support use of public transportation;

(2) Encourage a variety of housing types, commercial retail and limited office uses;

(3) Encourage project design that achieves an overall context-based development for the PTOD overlay area;

(4) Require streetscape design elements that are attractive pedestrians and bicyclists;

(5) Increase connectivity to surrounding existing and planned pedestrian and bicycle facilities; and

(6) Implement the city's Housing Element and Comprehensive Plan.

(b) [Reserved]

(Ord. 4914 § 2 (part), 2006)

(a) The California Avenue Pedestrian and Transit Oriented Development Combining District (PTOD) may be combined with any R-1, CC(2), CN, GM, PF, RM30, or RM40 district or combination of such districts within the designated California Avenue PTOD boundary (Exhibit A, reflected on the city's Zoning Map), consistent with the provisions of Chapters 18.08 and 18.80. Where so combined, the regulations established by this chapter shall apply in lieu of the provisions established by the underlying CC(2), CN, GM, RM30, and/or RM40 zoning district(s). Compliance with the provisions of Chapter 18.30(A), Retail Shopping (R), and Chapter 18.30(B), Pedestrian Shopping (P), combining districts shall also be required where such combining districts are applicable.

(b) [Reserved]

(c) A pedestrian and transit oriented development combining district may be applied to a parcel through rezoning of the site, within the specified boundaries of the district, as shown on the city's approved zoning maps, pursuant to the provisions and process outlined in Section 18.34.060 of this chapter and Chapter 18.80 of the Zoning Ordinance.

(Ord. 4914 § 2 (part), 2006)

(a) The following land uses shall be permitted in the California Avenue Pedestrian and Transit Oriented Development (PTOD) Combining District, subject to limitations outlined in Sections 18.34.040 and 18.34.050.

TABLE 1

LAND USES

PTOD

Land Uses PTOD California Avenue
University Avenue
[Reserved]

Multiple-family residential P housing P Mixed-use development, where - residential and non-residential See Section 18.34.030(b) uses are combined below for specific uses CUP

Live/Work Units Subject to limitations of Section 18.34.040(b) P

Hotel Subject to limitations of Section 18.34.040(c) P = Permitted Use CUP = Conditional Use, Use Permit Required

(b) Mixed use development, where residential and non-residential uses are combined, may include two or more of the following uses:

(1) Multi-family residential;

(2) Non-residential uses, limited to:

(A) Retail and personal services;

(B) Eating and drinking services;

(C) Other non-residential uses allowed except on the ground floor where an (R) overlay exists:

(i) Offices;

(ii) General business services;

(iii) Business and trade schools;

(iv) Private education facilities;

(v) Day care center;

(vi) Community center;

(vii) Commercial recreation;

(viii) Convalescent facility; and

(ix) Research and development, limited to sites where the underlying zoning district is GM and involving the use and storage of hazardous materials in quantities less than the exempt quantities allowed by Title 15 of the Municipal Code (Section 105.8 of the Uniform Fire Code).

(c) Prohibited uses in the California Avenue PTOD:

(1) Single-family and two-family uses;

(2) Manufacturing, processing, warehousing and distribution; and

(3) Research and development where hazardous materials are used or stored in excess of quantities less than the exempt quantities allowed

by Title 15 of the Municipal Code (Section 105.8 of the Uniform Fire Code)

(d) All land uses must be reviewed and approved by the planning and transportation commission and city council at the time of rezoning to PTOD.

(Ord. 4914 § 2 (part), 2006)

(a) Properties in the PTOD combining district are subject to the following regulations:

TABLE 2

DEVELOPMENT STANDARDS

PTOD -
Standards1 PTOD - California Avenue Downtown
[Reserved]

PTOD -
Standards1 PTOD - California Avenue Downtown
[Reserved]

Max. Dwelling Units: 40 DU/AC 2 Max. FAR: 100% Residential FAR 1.0:1 2 Mixed Use FAR 1.25:1 23 4 Total: 0.35 Mixed Use Non-Residential FAR Cap Office and research and development uses:

Standards

In addition to the standards for development prescribed above, all Housing Development Projects in the PTOD combining district shall comply with the objective design standards outlined in Chapter 18.24, as defined therein. All other developments, and Housing Development Projects that elect to deviate from one or more objective design standards in Chapter 18.24, shall meet the Context Based Design Criteria, as determined by the Director pursuant to the Architectural Review process.

(a) Contextual and Compatibility Criteria

Development in a pedestrian and transit oriented development combining district shall be responsive to its context and compatible with adjacent development, and shall promote the establishment of a pedestrian and transit oriented neighborhood.

(1) Context.

(A) "Context" as used in this section is intended to indicate relationships between the site's development to adjacent street types, surrounding

land uses, and on-site or nearby natural features, such as creeks or trees. Effective transitions to these adjacent uses and features are strongly reinforced by Comprehensive Plan policies.

(B) The word "context" should not be construed as a desire to replicate existing surroundings, but rather to provide appropriate transitions to

those surroundings. "Context" is also not specific to architectural style or design, though in some instances relationships may be reinforced by an architectural response.

(2) Compatibility.

(A) Compatibility is achieved when the apparent scale and mass of new buildings is consistent with the intent of achieving a pedestrian and

transit oriented neighborhood, and when new construction shares general characteristics and establishes design linkages with the overall pattern of buildings so that the visual unity of the street is maintained.

(B) Compatibility goals may be accomplished through various means, including but not limited to:

(i) the siting, scale, massing, and materials;

(ii) the rhythmic pattern of the street established by the general width of the buildings and the spacing between them;

(iii) the pattern of roof lines and projections;

(iv) the sizes, proportions, and orientations of windows, bays, and doorways;

(v) the location and treatment of entryways;

(vi) the shadow patterns from massing and decorative features; and

(vii) the treatment of landscaping

(b) Context-Based Design Considerations and Findings

In addition to the findings for architectural review contained in Section18.76.020(d) of the Zoning Ordinance, the following additional findings are applicable in the California Avenue Pedestrian and Transit Oriented Development Combining District, as further illustrated on the accompanying diagrams:

(1) Pedestrian and Bicycle Environment.

The design of new projects shall promote pedestrian walkability, a bicycle friendly environment, and connectivity through design elements such as:

A. Connectivity for pedestrians and cyclists with external and internal (if any) streets, pathways, or bike facilities (See Figure 1-1);

Figure 1-1

B. Pathways and streets that present a clear hierarchy and connectivity pattern both within a project and to adjacent sidewalks;

C. Wide sidewalks (built as easements beyond the property line if needed, but not to the detriment of existing or future bike lanes) along Park Boulevard to reinforce the street as a primary pedestrian and bicycle linkage to the multimodal station;

D. Bicycle amenities that contribute to the area's bicycle environment and safety needs, such as bike racks, storage or parking, or dedicated bike lanes or paths (See Figure 1-2);

Figure 1-2

E. Ground floor uses that are appealing to pedestrians through well-designed visibility and access (See Figure 1-2);

F. On primary pedestrian routes such as Park Boulevard and California Avenue, climate and weather protection where possible, such as covered waiting areas, building projections and colonnades, and awnings (See Figure 1-3);

Figure 1-3

G. Streetscape or pedestrian amenities that contribute to the area's streetscape environment such as street trees, bulb-outs, benches, landscape elements, and public art (See Figures 1-4 and 1-5); and

H. Vehicle access from alleys or sidestreets where they exist, with pedestrian access from the public street.

Figure 1-4

Figure 1-5

(2) Street Building Facades.

Street facades shall be designed to provide a strong relationship with the sidewalks and the street(s), to create an environment that supports and encourages pedestrian activity through design elements such as:

A. Facade articulation reflecting the rhythm of nearby commercial and residential areas such as California Avenue;

B. Placement and orientation of doorways, windows, and landscape elements to create strong, direct relationships with the street (See Figures 2- 1 and 2-2);

C. Facades that include projecting eaves and overhangs, porches, and other architectural elements that provide human scale and help break up building mass (See Figures 2-1 and 2-2);

D. Entries and windows that face onto the street (See Figures 2-1 and 2-2);

E. Entries that are clearly defined features of front facades, and that have a scale that is in proportion to the size of the building and number of units being accessed; larger buildings should have a more prominent building entrance, while maintaining a pedestrian scale (See Figures 2-1 and 2-2); and

F. Residential units and storefronts that have a presence on the street and are not walled-off or oriented exclusively inward.

Figure 2-1

Figure 2-2

(3) Massing and Articulation.

Buildings shall be designed to minimize massing and provide for articulation and design variety through elements such as:

A. Buildings that include pedestrian-scaled detail, articulation and craftsmanship of the facade (See Figure 3-1);

B. Rooflines that emphasize and accentuate significant elements of the building such as entries, bays, and balconies (See Figure 3-1);

Figure 3-1

C. Corner buildings that incorporate special features to reinforce important intersections and create buildings of unique architectural merit and varied styles (See Figures 3-2 and 3-3);

Figure 3-2

Figure 3-3

D. Design with articulation, setbacks, and materials that minimize massing, break down the scale of buildings, and provide visual interest from the train and neighborhood east of the tracks;

E. Limiting facades such that no more than 70%, and no more than 100 continuous linear feet, of the street facade exceeds a height of 25 feet (See Figure 3-4);

F. Landscape elements to buffer the rear of the lot and the railroad tracks, with trees spaced at a maximum of 25 feet on center and combined with other landscape elements such as fencing, hedges or shrubs (See Figure 3-4);

G. Application of daylight plane requirements for R-1 and R-2 adjacencies to property boundaries adjacent to the railroad right-of-way (See Figure 3-5); and

H. Maintaining view corridors from Colorado Avenue and El Dorado Avenue west to the hills.

Figure 3-4

Figure 3-5

(4) Low-Density Residential Transitions.

Where new projects are built adjacent to existing lower-scale residential development, care shall be taken to respect the scale and privacy of adjacent properties through:

A. Transitions of development intensity from higher density development building types to building types that are compatible with the lower intensity surrounding uses (See Figure 4-1);

Figure 4-1

B. Massing and orientation of buildings that respect and mirror the massing of neighboring structures by stepping back upper stories to transition to smaller scale buildings, including setbacks and daylight planes that match adjacent R-1 and R-2 zone requirements (See Figure 4-2);

Figure 4-2

C. Respecting privacy of neighboring structures, with windows and upper floor balconies positioned so they minimize views into neighboring properties (See Figure 4-3);

Figure 4-3

D. Minimizing sight lines into and from neighboring properties (See Figure 4-3);

E. Limiting sun and shade impacts on adjacent properties;

F. Providing pedestrian paseos and mews to create separation between uses;

G. Design with articulation, varied setbacks, and materials that minimize sound reflection to neighboring properties adjacent to the railroad.

(5) Project Open Space.

Private and public open space shall be provided so that it is usable for the residents, visitors, and/or employees of a site.

A. The type and design of the usable private open space shall be appropriate to the character of the building(s), and shall consider dimensions, solar access, wind protection, views, and privacy;

B. Open space should be sited and designed to accommodate different activities, groups and active and passive uses, and should be located convenient to the users (e.g., residents, employees, or public);

C. Common open spaces should connect to the pedestrian pathways and existing natural amenities of the site and its surroundings (See Figure 5-2);

D. Usable open space may be any combination of private and common spaces;

E. Usable open space does not need to be located on the ground (See Figure 5-1);

F. Open space should be located to activate the street façade and increase "eyes on the street" when possible (See Figure 5-3);

G. Both private and common open space areas should be buffered from noise where feasible; and

H. Parking may not be counted as open space.

Figure 5-1

Figure 5-2

Figure 5-3

(6) Parking Design.

Parking needs shall be accommodated but shall not be allowed to overwhelm the character of the project or detract from the pedestrian environment, such that:

A. Parking is located behind buildings, below grade or, where those options are not feasible, screened by landscaping, low walls, etc.;

B. Structured parking is fronted or wrapped with habitable uses when possible (See Figure 6-1);

C. Parking that is semi-depressed is screened with architectural elements that enhance the streetscape such as stoops, balcony overhangs, and/or art (See Figure 6-2);

D. Landscaping such as trees, shrubs, vines or groundcover is incorporated into surface parking lots (See Figure 6-3); and

E. Street parking is utilized for visitor or customer parking and is designed in a manner to enhance traffic calming on the street.

Figure 6-1

Figure 6-2

Figure 6-3

(7) Large (multi-acre) Sites.

Large (in excess of one acre) sites shall be designed so that street, block, and building patterns are consistent with those of the surrounding neighborhood, and such that:

A. New development of large sites maintains and enhances connectivity with a hierarchy of public streets, private streets, walks and bike paths (integrated with the Palo Alto Bicycle Master Plan, when applicable);

B. The diversity of building types increases with increased lot size (e.g., less than 1 acre = minimum 1 housing type; 1 - 2 acres = minimum 2 housing types; greater than 2 acres = minimum 3 housing types) (See Figure 7-1); and

C. Where a site includes more than one housing type, each housing type should respond to its immediate context in terms of scale, massing, and design (e.g., lower density building types facing or adjacent to existing single-family residences) (See Figure 7-1).

Figure 7-1

(8) Sustainability and Green Building Design.

Project design and materials to achieve sustainability and green building design should be incorporated into the project. Green building design considers the environment during design and construction. Green building design aims for compatibility with the local environment: to protect, respect and benefit from it. In general, sustainable buildings are energy efficient, water conserving, durable and nontoxic, with high-quality spaces and high recycled content materials. The following considerations should be included in site and building design:

A. Optimize building orientation for heat gain, shading, daylighting, and natural ventilation (See Figure 8-1);

Figure 8-1

B. Design landscaping to create comfortable micro-climates and reduce heat island effects (See Figure 8-2);

Figure 8-2

C. Design for easy pedestrian, bicycle, and transit access;

D. Maximize onsite stormwater management through landscaping and permeable pavement (See Figure 8-3);

Figure 8-3

E. Use sustainable building materials.

F. Design lighting, plumbing and equipment for efficient energy use;

G. Create healthy indoor environments;

H. Use creativity and innovation to build more sustainable environments. One example is establishing gardens with edible fruits, vegetables or other plants to satisfy a portion of project open space requirements (See Figure 8-2); and

I. Provide protection for creeks and riparian vegetation and integrate stormwater management measures and open space to minimize water quality and erosion impacts to the creek environment.

(c) [Reserved]

(d) Historic Preservation

Historic resources review, as required in Chapter 16.49 of Title 16 of the Municipal Code, is required for alterations or modifications to any structure designated on the city's Historic Inventory as a Category 1 or Category 2 historic structure as defined in Section 16.49.020 of the Municipal Code or any contributing structure located within a locally designated historic district. The Category 1 or Category 2 designation process for becoming a historic structure is contained in Chapter 16.49 of Title 16 of the Municipal Code.

(e) Performance Standards

All development subject to the PTOD District requirements must also comply with the performance standards outlined in Chapter 18.64 pertaining to noise, lighting, visual, and access impacts.

(Ord. 5554 § 29, 2022: Ord. 4914 § 2 (part), 2006)

Rezoning and review of a site to a pedestrian and transit oriented development (PTOD) combining district shall be made pursuant to the following procedures:

(a) Application to apply the PTOD overlay district may be made by an owner of record of any property located or partially located within the PTOD boundary, or may be initiated by vote of the planning and transportation commission or city council;

(b) Applications for rezoning shall be made and reviewed in accordance withChapter 18.80 (Amendments to Zoning Map and Zoning Regulations), including Section 18.80.020 regarding changes in district boundaries. Planning and transportation commission review and city council approval shall establish limits on allowable or required uses (e.g., the types and appropriate mix of uses, including revenue-generating uses) and intensity (e.g., density, floor area ratio, height, site coverage) of development. The specified limitations shall be part of the rezoning and shall be recorded as property restrictions enforceable by the City of Palo Alto. Revisions to these restrictions requires rezoning through the same process,

except that the director of planning and development services may determine that a revision is minor and does not materially alter the city council’s restrictions or intent regarding land use and intensity. As used in this subsection, the term “minor” means a change that is of little visual significance, does not materially alter the appearance of previously approved improvements, is not proposed to change the use of the land in question, and does not alter the character of the structure involved. If the cumulative effect of multiple minor changes would result in a major change, a new application for approval of a pedestrian and transit oriented development is required and shall be reviewed by the architectural review board, planning and transportation commission, and/or city council, as determined by the director. Submittal requirements for the PTOD combining district may be supplemented as determined by the director of planning and development services;

(c) Applications for amendments to the Comprehensive Plan to designate a site consistent with transit oriented residential development shall be made and reviewed pursuant to the provisions of Section 19.04.080; and

(d) Upon approval of rezoning of a property to pedestrian transit oriented development (PTOD) combining district, the project plans shall be submitted as a major architectural review to the architectural review board, who shall review the project for compliance with the architectural review criteria specified in Chapter 18.76 of the Zoning Code, as well as Section 18.34.050 of this chapter. A single preliminary review by the ARB may be allowed in advance of rezoning approval if plans are submitted and reviewed prior to planning commission consideration of the rezoning request.

(Ord. 5494 § 3, 2020: Ord. 4914 § 2 (part), 2006)

Owners of sites with existing legal non-conforming uses and non-complying facilities within the PTOD boundary may request the application of the PTOD combining district to the site through the rezoning process referenced in Section 18.34.060 above. In applying the PTOD combining district, the use and/or facility would then be subject to the PTOD overlay standards.

(Ord. 4914 § 2 (part), 2006)