Community Design + Architecture

C OMMUNITY DESIGN A RCHITECTURE REGION • CITY • NEIGHBORHOOD • BUILDING

REGION

BUILDING

CITY NEIGHBORHOOD

Community Design + Architecture, Inc. is a planning, urban design, and architecture firm with a focus on integrated transportation/land use planning, mixed-use and pedestrian-friendly community design, and sustainable development. The goal of the firm is to shape development and public policy to create regions, cities, neighborhoods, and a built environment that are sustainable in terms of — ¨ ¨ ¨ ¨ ¨ ¨ ¨

the linkages between land use patterns, urban design, transportation infrastructure and environmental systems; the economics of both the public and private sectors; building technologies and infrastructure; integration of natural and built environments; short-term as well as long-term goals and needs; and support for community and social welfare.

Community Design + Architecture was formed by Philip Erickson, AIA, in September, 1997, following his 15 prior years of practice with several planning, urban design, and architecture firms in the Bay Area. Timothy Rood, AICP joined the firm as a partner in 2006, following his 12 prior years of urban planning and architectural practice. The firm and its principals have experience working throughout the Western United States (California, Oregon, Washington, Arizona, New Mexico, Nevada, Idaho, and Colorado), Florida, Minnesota, Virginia, New York, and internationally in the Philippines, Indonesia, Australia, Dubai and Japan.

Community Design + Architecture has expertise ranging from regional planning to the construction detailing of a mixed-use building or pedestrian-friendly street. We focus on integrated land use, transportation, and economic planning; design of districts and neighborhoods that complement their context; design of multimodal corridors and streetscapes that support vibrant communities; creating sustainable built projects that reduce their impact on the environment; and achieving consensus among project stakeholders to lead toward successful implementation in our work for both private and public clients.

350 Frank Ogawa Plaza, 5th Floor Oakland, California 94612 Philip Erickson, Architect, AIA

Telephone 510.839.4568 Timothy Rood, AICP, LEED® ND

Facsimile 510.839.4570

B U I L D I N G Community Design + Architecture uses the category of building to define not only the architecture of buildings, but also the design of streetscapes and open spaces, transit stops and stations, and the definition of public policies that directly shape the built environment. Building refers also to the development of policies and guidelines that directly shape the built environment. CD+A’s approach to design at this level occurs within the economic, transportation, and environmental context of the neighborhood, city, and region, and allows for designs that are socially, environmentally, and economically responsible.

Community Design + Architecture’s approach to the Building scale of design is informed by: ■ considering regional architectural traditions and climatic conditions while not necessarily recreating historic styles; ■ working with the public, property owner or builder to define a clear understanding of the users wants and needs; ■ defining a site plan, building massing, and landscape and architectural detail that make appropriate contributions to the public realm and the environment; ■ employing principles and design details that further pedestrian-oriented design and provide equitable access to the public realm; ■ integrating ecological systems within the built environment; and, ■ recognizing the relationships and dependencies between the private and public realms.

CD+A’s architectural and landscape design experience has included work for a variety of public agencies and private institutions, religious groups, non-profits, and developers. Our design guidelines and standards assist in the implementation of city and neighborhood planning projects, and in some cases are written to be models for an entire region.

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Technical Assistance for EPA Smart Growth Implementation

U. S. Environmental Protection Agency

Subconsultant to ICF 2005 - 2009

Project Description As part of a US EPA Smart Growth Implementation Assistance Program Team led by ICF, CD+A has contributed expertise in urban design, urban planning, design and development of green infrastructure, and sustainability to a number of cities around the United States.

Earlier technical support efforts focused on stormwater management planning and design. Most recently, CD+A staff participated in the Transit-oriented Development Policy Options Workshop as part of the Phoenix Technical Assistance Project, providing a variety of land use planning and economic development strategies to encourage transit oriented development around the Phoenix region’s light rail system. This project focused on how to implement Smart Growth in the challenging regulatory context that results from Arizona’s 2006 Proposition 207, the Private Property Rights Protection Act, which adds significant challenges to governments where there is a desire to redefine land use regulation. CD+A developed an inventory of potential strategies to encourage transit-oriented development and increase transit use that did not conflict with Proposition 207 as well as how more ambitious strategies could be implemented with careful consideration of tradeoffs associated with this legislation. CD+A staff presented these findings to local government staff, developers and planners through the Urban Land Institute.

Under a separate grant from the EPA, CD+A also developed Stormwater Guidelines for Green Dense Redevelopment, a guidebook on integrating green stormwater best management practices and innovative parking strategies into urban contexts.

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LAVTA: Route 10 Rapid Implementation Plan and Stop Improvements

Dublin, Pleasanton, and Livermore, California Livermore Amador Valley Transit Authority

Sub-consultants to Kimley-Horn and Associates, Inc. 2006 - Present

Project Description Community Design + Architecture worked with lead consultant Kimley-Horn Associates and other team members to develop an implementation plan for Rapid service for the Livermore Amador Valley Transit Authority (LAVTA). The effort brings Rapid-level service with 10 to 15 minute headways to a suburban part of the larger Bay Area that is experiencing rapidly increasing urbanization.

The new service will significantly reduce the travel time between the Dublin/Pleasanton BART Station and key locations in Dublin, Pleasanton, and Livermore as well as the end point of the Rapid route at the Lawrence Livermore National Laboratory. CD+A was responsible for the development of bus stop layouts, the selection of furnishings, and the design of landscape elements. The selection and design of these elements was closely coordinated with the branding of LAVTA’s first Rapid route and included modern and dynamic lines, forms, and materials to further enhance the public image of the service. As part of Phases I through III of the project, CD+A developed a three-tiered Rapid bus stop typology, which includes Basic, Standard, and Signature stops, and a draft implementation and phasing plan for the proposed bus stop improvements. CD+A was also responsible for designing the layout of the service’s signature stops in downtown Livermore and at the Dublin/Pleasanton BART Station.

The project included a public outreach component consisting of a series of Open Houses that provided the public with information about the proposed Rapid service and physical improvements, and elicited public input on the new service.

In addition, meetings were held with local city agencies, business interests, and other stakeholders.

As part Phase IV of the project, CD+A assisted in the preparation of construction documents for the proposed Rapid stops.

This included layout plans for the signature stops and detail drawings for hardscape, furnishings, signage and landscape elements. The firm also developed a series of maps for the pedestrian wayfinding signs located at key Rapid stops.

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LAVTA Rapid Standard and Signature Stops

Elevation and photo of completed Standard Rapid stop

Site Plan, Elevation and photo of completed Westbound Downtown Livermore Signature Rapid Stop

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LAVTA Rapid Standard and Basic Stop Amenities

Wayfinding map posted at select stops

Photos of completed Rapid Standard Stop with amenities

Stop Amenities

Amentities for Standard and Basic Stops

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West Berkeley Rail Stop & Transit Plaza Improvements

Berkeley, California City of Berkeley Redevelopment Agency

Lead Consultant 1999 - 2006

Project Description In 2000 the City of Berkeley decided to begin design development for the Amtrak Stop and Transit Plaza improvements.

For this design effort, Community Design + Architecture led a team that included Land Studio - landscape architects, LCC, Inc. - civil engineers, and Silverman & Light - lighting. The project also involved a variety of city departments (planning, engineering, transportation, redevelopment, and the City Managers Office), and on-going coordination with transportation agencies and organizations (AC Transit, Capitol Corridor JPA, Amtrak, Union Pacific, and Caltrans).

The Rail Stop and Transit Plaza are located under the University Avenue overpass and are served by the increasingly popular Capitol Corridor rail service and three AC Transit bus lines. The buses also use the transit plaza for lay over. In their previous condition the transit facilities were an uncomfortable place to wait for train or bus service and patrons reported a general lack of safety. The new design focuses on improvements of the pedestrian environment by providing widened sidewalks, landscape buffers to adjacent parking lots, new site furniture, and new, brighter, and pedestrian-scale lighting. A custom-design steel and glass canopy gives identity to the previously nondescript appearance of the rail stop and provides additional shelter from the elements. Information kiosks offer visitors viable information about the City, its cultural and arts scene, and the East Bay Parks system. Underneath the overpass, the parking spaces have been reorganized around a new, raised path that provides enhanced access to the transit facilities for pedestrians and bicyclists alike. Planting beds between the boarding platforms and adjacent uses, and a row of trees along the historic train station round out the transformation of the area into an environment that supports a pleasant transit experience.

Construction of the project was completed in February of 2006.

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Rail Stop & Transit Plaza West Berkeley Rail Stop & Transit Plaza Improvements

Rail Stop and Bus Turnaround - Detail

Completed Rail Platform and Transit Plaza

View of Transit Plaza and Rail Stop - before . . .

View of Parking adjacent to Platform - before...

. . . and after Improvements

. . . and after Transit Plaza, Parking and Accessway construction is completed

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Berkeley BART Plaza Schematic Design Concepts and PSRE

Berkeley, California City Of Berkeley

Lead Consultant 2005-2008

Project Description Community Design + Architecture has led several successive planning and design phases for the redesign of the Downtown Berkeley BART Plaza and Transit Area along Shattuck Avenue. Central project goals are the improvement of pedestrian and bicycle access and the plaza’s simultaneous function as a busy transit hub and important public space in Downtown Berkeley. This makes the project a critical part of the city’s Streetscape and Open Space Improvement Project (SOSIP), which is intended to increase the number of public open spaces and enhance the streetscapes within its downtown. CD+A is currently contributing cost estimating services for capital and maintenance costs to this parallel planning effort.

During the initial concept planning phase for the BART Plaza, the CD+A Team developed four sketch alternative approaches addressing major design decisions including: the implications of various BRT configurations; moving or modifying the primary BART entry and exit; and opportunities for street closures (including Center Street), new public open spaces, and the potential for realigning the Shattuck Avenue couplet into a two-way street (which has now become a continuing effort of the City’s Downtown Plan). The project included a number of interactive workshops with the broader community and meetings with key surrounding business and property owners to develop the final concept plan, which defined both nearterm and long-term improvements for the area, and was completed in late 2006.

In 2008, CD+A completed a Project Study Report Equivalent (PSRE) that includes a detailed cost estimate and phasing approach for the near-term improvements. In early 2010, CD+A moved the project through the Design Development and Preliminary Engineering stages, adding additional details such as a series of green infrastructure features that support the city’s new commitment to sustainable stormwater management; these infrastructure approaches also enhance tree survivability in this intense urban environment. CD+A also produced initial architectural designs for the Plaza’s custom transit infrastructure, including a signature transit shelter and a BART “head house” that will cover the BART entry at the southern end of the Plaza. Most recently, CD+A assisted the city in successfully securing implementation funding for the project from MTC’s TLC grant program. It is expected that the project will go in to its Construction Document phase in late 2010 and construction in 2012.

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Detailed Site Studies

Sections through Shattuck Avenue Visibility Analysis

Sketch Alternatives

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Benicia Intermodal Facilities

Benicia, California City of Benicia

Subconsultant to Kimley-Horn Associates 2010-2011

Project Description Community Design + Architecture (CD+A) collaborated with lead consultant Kimley-Horn Associates (KHA) to develop conceptual designs for the Benicia Intermodal Facilities project. The project includes two regional bus stops and on-street parking facilities for a new regional bus route that provides service along the Military Highway corridor between the Vallejo Ferry Terminal and the Walnut Creek BART Station. One of the bus stops is located adjacent to City Park, Downtown Benicia’s most significant public open space and an important civic landmark. The other bus stop is located on Military Highway at the western edge of Benicia, near the off ramp from Interstate 780 and adjacent to single-family residential development.

CD+A was responsible for the development of a series of design alternatives that explored different options for the layout of bus stop amenities as well as the location and configuration of the required parking spaces at each of the two bus stop sites.

At the City Park location, design efforts focused on opportunities to extend the sidewalk area available to pedestrians and bus passengers through a reduction of space used for traffic lanes and on the sensitive integration of bus stop and parking along the edges of the park. For the western site, CD+A and KHA employed a “road diet� approach to Military Highway in order to create space for the desired bus stop amenities and parking spaces. The proposed concept also aims to achieve a reduction in speeds of vehicles entering Benicia from Interstate 780. In addition, CD+A developed design concepts for entry markers that can be integrated into the intermodal facilities at both sites.

In early 2011, the design team will continue with work on Phase 2 of the project, which encompasses the preparation of construction documents, bid support, and construction support services.

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Benicia Intermodal Facilities

Existing roadway section at Military Hwy & 1st Street.

Proposed roadway section at Military Hwy & 1st Street.

NEW BUS SHELTER & OTHER STOP AMENITIES

TREE-LINED, LANDSCAPED MEDIAN CURB EXTENSION WITH TREES & LANDSCAPING

NEW BICYCLE LOCKERS

TREE-LINED LANDSCAPE STRIP

SMALL PLAZA AT PARK ENTRY (PAVING DESIGN TO MATCH EXISTING ALONG 1ST ST)

PLANTER POTS SEATING

NEW STREET LIGHTING & PEDESTRIAN-SCALE LIGHTING

NEW BUS SHELTER & OTHER BUS STOP AMENITIES

NEW TREES IN EXPANDED CITY PARK

REBUILT STAIRS WITH NEW ENTRY FEATURE

NEW BUS SHELTER & OTHER STOP AMENITIES

TREE-LINED, LANDSCAPED MEDIAN CURB EXTENSION WITH TREES & LANDSCAPING

SEATING NEW STREET LIGHTING & PEDESTRIAN-SCALE LIGHTING

Concept alternative sketches for Military Hwy & 1st Street intersection.

NEW BUS SHELTER & OTHER BUS STOP AMENITIES

NEW PLANTING AREA WITH TREES, SHRUBS & ORNAMENTAL PLANTS

NEW BIKE LOCKERS

SMALL PLAZA AT PARK ENTRY (PAVING DESIGN TO MATCH EXISTING ALONG 1ST ST) LOW SEAT WALL

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Designing Walkable Urban Thoroughfares: A Context Sensitive Approach

Institute for Transportation Engineers (ITE) Congress for the New Urbanism (CNU)

Subconsultant to KHA 2004 - 2006

Project Description CD+A was part of a multidisciplinary team led by Kimley-Horn and Associates that worked for the Institute of Transportation Engineers (ITE) and the Congress for the New Urbanism (CNU) to prepare the Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, an ITE Recommended Practice (2010) document. CD+A was the lead urban design and land use consultant and in its work focused on the linkages between thoroughfare design and urban design context, and the development of guidance for the design of the pedestrian realm of thoroughfares, and the specific relationship between streetscape elements and a thoroughfare’s context.

In the initial stages of work on the manual the project focused on developing a new major thoroughfare classification system with a finer grain than the conventional system based on principal and minor arterials and collector streets. While this new system of thoroughfares included all types, ranging from freeways to alleys or rear lanes, the guidance provided in the document focuses on three major thoroughfare types – the boulevard – and multi-way boulevard, the avenue, and the street. These thoroughfare types are cross-referenced to a set of Context Zones, which build from the Transect developed

by DPZ Architects, and include an additional layer of information regarding the predominant land use within a Context Zone. Defining the design process of Context Sensitive Design and providing clear design criteria and characteristics for each combination of thoroughfare type and Context Zone are at the heart of the design guidance.

CD+A’s work on the manual included the preparation of diagrams and other graphics to clearly communicate the urban design framework for designing walkable urban thoroughfares. In addition, the firm focused on design guidance for the pedestrian realm of thoroughfares, which includes the areas beyond the curbs of thoroughfares and the intersections, where all modes of transportation mix. This work drew on CD+A’s extensive experience in streetscape and urban design, and particularly our experience in developing technical and design guidelines for pedestrian accessibility.

The ITE Proposed Recommended Practice version of the document (Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities) was published in 2006 and circulated over the following year for use and comment.

The final ITE Recommended Practice was published in 2010 under the new title: Designing Walkable Urban Thoroughfares: A Context Sensitive Approach.

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Relationship Between Thoroughfare and Context Guidance for Context Sensitive Design of Major Urban Thoroughfares

Matrix of relationships between thoroughfare types and context zones - the starting point for the context sensitive design framework.

Matrix of relationships between thoroughfare types and context zones - the starting point for the context sensitive design framework.

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Green Streets: Environmental Designs for Transportation

Metro Portland Region, Oregon Metro Regional Services

Lead Consultant 2000 - 2001

Project Description CD+A led a multi-disciplinary team of urban designers, hydrologists, transportation planners and environmental consultants in developing a “Green Streets” Best Management Practices Handbook for the Portland Metro Region. The project was funded through an Oregon DOT Transportation and Growth Management grant. The Handbook is ultimately intended to be used as a threshold requirement for projects nominated for regional funding, and used to address 4(d) “taking” provisions of the Endangered Species Act in relation to Coho Salmon and Steelhead Trout. The project expands upon CD+A’s expertise in the linkages between land use and transportation to examine the integration of man-made and natural systems.

The Handbook directly addresses the water quality implications of overlaying a well-connected street pattern onto an existing stream system within the Region’s urban land reserve.

The Handbook begins with an educational component that introduces the reader to various concepts and precedents related to both stormwater management issues and street design. But beyond being an educational tool, the Handbook includes detailed design solutions, and a methodology of how to match a particular solution to specific site conditions such as topography, soil type, street type, as well as to political and public will. Also, the Handbook proposes new street connectivity provisions, for adoption into regional and local plans that address tradeoffs between stream protection and an efficient, multi-modal transportation system.

CD+A met monthly with a technical advisory committee comprised of representatives from local jurisdictions, state and federal agencies, service providers, and environmental advocates. In addition three monthly sessions were held specifically with local traffic and stormwater engineers to listen to their concerns and gather their advice. Near the end of the project CD+A participated in a Green Streets Summit attended by 150 regional policy-makers where the project results were presented.

Throughout the project CD+A maintained an excellent rapport with Metro staff through open lines of communication.

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Principles for Stormwater Treatment Green Streets: Environmental Designs for Transportation WET PONDS

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STREAM CROSSING

LOCAL STREETS

NEIGHBORHOOD GREENWAYS

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DOUBLE-MEDIAN BOULEVARDS

The “Big Picture” approach to a Green Streets community

PARKING LOTS

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Detail Design Solutions Green Streets: Environmental Designs for Transportation

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Creating Streets and Places Green Streets: Environmental Designs for Transportation

NEIGHBORHOOD The neighborhood is the scale of community that is most familiar; the traditional single-family neighborhood, the urban mixed-use district, or the small rural village. Economic and demographic shifts have created a mismatch between some of these traditional forms of neighborhood and today’s society.

Community Design + Architecture’s approach to neighborhood planning starts with an understanding of the economic and social context of the specific project. A plan is then developed that combines traditional neighborhood forms with current technologies, development patterns, the ecological context, real estate market demands, and community needs. The goal is to create a neighborhood that is economically, socially, and environmentally sustainable. Issues include: ■ changing demographics and household structures that increase the need to provide access to services and recreation with reduced reliance on the automobile, especially for seniors and youths; ■ the need to define an appropriate mix of land use to create this access and to support economic sustainability; ■ improving safety and opportunities for social interaction through the creation of human-scaled public space on streets, parks, and plazas; ■ the positive integration of the built and natural environment within a neighborhood; and, ■ working with existing neighborhoods so they can understand that change and growth can have a positive influence on quality of life.

Community Design + Architecture has worked on a variety of neighborhood plans for both private and public clients, including: the design of neighborhoods within new communities, the creation of mixed-use neighborhoods on infill or reuse sites in existing communities, and the revitalization of existing urban neighborhoods.

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LEED for Neighborhood Development Certification Reviews

Washington, DC US Green Building Council

Lead Consultant 2007 - Present

Project Description Community Design + Architecture is leading one of two teams contracted with the US Green Building Council to do certification reviews for the 238 pilot submittals for LEED® for Neighborhood Development (LEED®-ND). The US Green Building Council (USGBC) administers the Leadership in Energy and Environmental Design, or LEED®, family of rating systems for green sustainable design and construction of buildings and development. LEED® is an internationally recognized standard for benchmarking sustainable design and construction that relies on third-party reviewers for expert and equitable analysis of the complex rating system criteria. The LEED®–ND system is a collaboration of the USGBC, The Congress for the New Urbanism, and the Natural Resources Defense Council designed to assess and reward innovative and environmentally outstanding development practices at scales ranging from the individual building to the campus, neighborhood, district, and city.

CD+A’s staff has analyzed the sustainable features of numerous pilot proposals, for developments ranging from urban centers to suburban neighborhoods and from infill and redevelopment to new greenfield development, in locations across the United States as well as international. Our ability to review and rate these developments draws on and builds our expertlevel familiarity with the diverse array of sustainable practices addressing the built environment at all scales. Specifically, our expertise in pedestrian-oriented design, infill and redevelopment, and integrated transportation and land use planning, as well as our technical capabilities with GIS and Auto-CAD analysis tools have been critical to our ability to assess the array of different credits.

The LEED®-ND system’s pilot phase has been closed. The initial components of the post-pilot version, which will be available to the public, were released in late 2009, and CD+A has begun to review post-pilot projects.

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Hunters View Sustainability Charrette

San Francisco, CA Hunters View Associates, LP

Lead Consultant 2008

Project Description Community Design + Architecture led an in-depth, day-long charrette to explore opportunities to integrate sustainable planning and design into the redevelopment of the Hunters View community, a LEED®-ND pilot project in San Francisco.

Hunters View is considered one of San Francisco’s most distressed public housing communities. It will be the first project to be reconstructed under the City’s HOPE SF program, an ambitious local initiative to better integrate public housing residents into the physical and social fabric of the city. The reconstruction of Hunters View is considered a crucial link in a series of closely related City-sponsored initiatives that will transform the long-neglected Bayview/Hunters Point district into a vibrant, flourishing neighborhood.

The charrette brought together a diverse coalition of representatives from project developer The John Stewart Company; project advocates Enterprise Community Partners; project planners, architects, landscape architects, civil engineers and general contractors; and various City Agencies involved in the project, including the Mayor’s Office of Housing, San Francisco Housing Authority, and San Francisco Redevelopment Agency. Enterprise Community Partners, a leading provider of capital and expertise for affordable housing and community development, funded and participated in the charrette as a means to learn about new opportunities to create better affordable housing communities through this innovative project.

CD+A led discussions organized around the concept of the three “E’s” – environment, economy, and equity – and explored how the project could excel in each of these arenas. The group discussed what sustainability means in the context of Hunters View and its foreseeable strengths and challenges, and began to identify how the project will work to address these issues. CD+A staff presented innovative approaches and best practices in sustainable design, including multi-modal street design, green infrastructure systems, and a comparison of the benefits and drawbacks of various metrics and rating systems for evaluating sustainability.

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Oakland Central Estuary Plan

Oakland, CA City of Oakland

Lead Consultant 2008 - Present

Project Description Oakland’s waterfront is a major city and regional resource, but for decades much of it has been largely inaccessible to the public. Many residents of Oakland and other East Bay communities have only been able to glimpse the Estuary from Interstate 880, BART trains or bridges. To expand access to this resource while improving the integration of changing land uses and multi-modal transportation planning along the waterfront, the City of Oakland retained CD+A to lead a multidisciplinary team of consultants in developing General Plan and zoning amendments, design guidelines, an implementation guide and Environmental Impact Report (EIR) to govern future development in the area – collectively known as the Central Estuary Plan.

The Plan will provide specific strategies and standards to guide the initiation and evaluation of waterfront-related projects.

The CD+A Team conducted a thorough and holistic evaluation of alternative land use and transportation concepts generated from community input through a series of interactive workshops. The project incorporated a comprehensive public outreach strategy and work products include an existing conditions inventory; demographic, socio-economic and market conditions analyses; and land use and urban design alternatives. Evaluation criteria included economic development, socio-demographic, public health, neighborhood livability, transportation, environmental, sustainability and fiscal impact measures.

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South Hayward BART/ Mission Boulevard Concept Plan and South Hayward BART Access Plan

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Concept Area Parcels Single Family Residential Multiple Family Residential Commercial Commercial/Residential Public Facilities Open Space/Multi-Purpose Trail

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2004 - 2006 Figure 11 Land Use & Circulation Alternative - Sub-Area 4 Option A South Hayward BART Station Area

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Project Description CD+A was part of a multidisciplinary team that developed the South Hayward BART/Mission Boulevard Concept Plan for approximately 240 acres surrounding the South Hayward BART station, and stretching along the Mission Boulevard corridor in Hayward, California. The neighborhoods surrounding the South Hayward BART station are changing rapidly with increased demand for housing, while Mission Boulevard itself is going through a redesign (not involving CD+A) to create a more efficient transportation corridor. The plan balanced the needs of vehicles while encouraging transit, walking, and cycling. Land use strategies were developed to reduce automobile travel and congestion by promoting the concentration of jobs and housing near the region-serving BART station and along major bus routes.

The project began with a site assessment of land use and urban form, market conditions, and transportation. Two initial development scenarios were created, reflecting a range of densities from a more modest “Suburban Scenario,” to a more aggressive “Urban Scenario.” With direction from the City Council, Planning Commission, and general public, a third “Blended Scenario” was developed that incorporates more of the high-density, mixed-use character of the urban option.

Following this, design guidelines and recommendations for circulation improvements were developed to support the pedestrian and transit-oriented vision of the community. CD+A took part in four community meetings to-date with one specifically focused on the BART properties.

During the planning process, BART (the City’s partner in the project) was able to procure resources from Caltrans in order to undertake a more detailed study of the development potential on the BART properties. The South Hayward BART Access Plan includes the same team members, and is being managed by CD+A to ensure coordination with the larger Concept Plan effort.

Both the Concept Plan and California Environmental Quality Act document were certified and adopted in June 2006, and BART’s Access Plan was finalized in April 2006. The Olson Company is currently preparing to submit a development proposal for a property adjacent to BART.

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Station Area Analysis and Design South Hayward BART/Mission Boulevard Concept Plan and South Hayward BART Access Plan Existing View of Caltrans Property

Illustrative Sketch of View into Caltrans Property

BART Station

Suburban Scenario

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NTREE

ON RD

SORENS

DIANA PL

D ER R RD HA

JA NE

EA ST MA NS T

NE WT ON

B EATRON W A

MEDITE

AVE UNTWOOD

AZ EC RD

C OLYMPI

Densities

PACIFI C ST ST TROP EZ P L

MEDLAR DR

LEIDIG CT

W HE

W AY

MISSION HILLS OF HAYWARD GOLF COURSE

FOLSOM

SORENSDALE PARK

RO

AD

YW

HAYWARD PROJECT SCHOOL

RD

Y

E AVE

GREENWOOD

AR

RIAL PK INDUST

ST

TENNYSON HIGH SCHOOL

E QUIST AV

A

AY CE W

HU

VERDI RD MENDEZ RD

LAN

JO S

BART COLE PL Station

INGRAM PL

WAY

AV E

AN ST

BECHTEL MINI PARK

Y DE VACA WA

E

Blended Scenario

WHIT M

DIXON ST

BART Station

QUEVEDO

JA N

NUESTRO PARQUECITO

Improved Ped/Bike Underpass

VALLE VISTA PARK

Y

VOL TA I RE ST

Grocery Store

Public Plaza and Bus Parking Transfer AreaSTATION SOUTH HAYWARD BART Structure (2.0 Acres)

E 10TH ST

Conference/Hotel Facilities

MISSION HILLS OF HAYWARD GOLF COURSE

SOUTH HAYWARD BART STATION

Retail

B

RIAL PK INDUST

E 11TH ST

Improved Ped/Bike Overpass

CT

BOWMAN SCHOOL

E 13TH ST E 12TH ST

VANDER BILT ST

Retail, Office, and/or Services

Community Center

TA AVE VALLE VIS

LUVENA DR

HAYMONT MINI PARK

Bowman School Site Expanded with New School 12 Acres

DR

COLLETTE ST New Car Dealerships

Recreational/ Entertainment Facility

Retail, Office, and/or Services

MARINERS CT

DOLLAR ST

MISSION BLVD

GREELEY

MOREAU CATHOLIC HIGH SCHOOL

ST

OVERHILL

SAINT CLEMENTS SCHOOL

BEL AIRE DR

E 16TH

IN

AT

STONYBROOK PARK

ST

GISLER

WAY

G H

ST

HOLY SEPULCHRE CEMETERY

BRYN MAWR AVE

Legend

HOLIDAY ST

E DR

BARRON

G

E 17TH SPRING DR

O K CIR

LARRABEE

HI

WESTVIE W WAY

O

GA R

Urban Scenario

CENT RAL CT

EG A

WOODLA

BO D

BR AR

ND AVE

CL E

BART Station

AVE TAYLOR

N E I G H B O R H O O D COMMUNITY

DESIGN

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Station Area Analysis and Design South Hayward BART/Mission Boulevard Concept Plan and South Hayward BART Access Plan

°

BART Station Area Building Massing Study SOUTH HAYWARD BART STATION VISUAL STUDY SCENARIO 3C: MAXIMIZED DENSITY August 8, 2005

Station Area Residential setbacks along Dixon Street at BART Station

BART Station Area Illustrative Plans

New Buildings step down to complement existing low-height residential

BART Station Transit Plaza Section (illustrating “stepping down” of building massing)

N E I G H B O R H O O D COMMUNITY

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Dublin Transit Center Design Guidelines

Dublin, California East Bay Community Foundation Livable Communities Initiative

Lead Consultant 2002 - 2005

Project Description The Dublin Transit Center is a planned transit-oriented development area directly north of the Dublin/Pleasanton Bay Area Rapid Transit (BART) Station. The land is currently owned by BART and Alameda County. The County prepared and received approvals for a Specific Plan covering the area, which currently serves as a surface parking lot for BART and also included undeveloped parcels.

CD+A was hired by the East Bay Community Foundation (EBCF), through their Livable Communities Initiative, to undertake two phases of work in relation to the Transit Center project. For the first phase, completed in 2002, CD+A prepared a critique of the proposed Specific Plan and EIR in regards to the Plan’s effectiveness in achieving high-quality, transit-oriented development. CD+A found that the plan provided insufficient guidance for the design of buildings in the plan area. There were no guidelines or standards to define the architectural design quality and character that is needed to create pedestrian supportive streets. Also, certain key aspects of the landscape and site design were not addressed.

Subsequent to the City Council’s approval of the Specific Plan, the Council invited EBCF to undertake the second phase of the project. EBCF hired CD+A to address the issues identified in the first phase and to work with City of Dublin staff and future developers through the development approvals process to improve the design quality of future development in the Specific Plan area. CD+A prepared design standards and guidelines that complemented and strengthened the Specific Plan’s own directives to create a transit- and pedestrian-friendly, mixed-use neighborhood by defining the desired façade and urban design character of future buildings. This will ensure that the Transit Center is a successful transit-oriented development rather than just high-density housing in proximity to transit.

CD+A assisted in the review of three initial development proposals submitted to the County and the City of Dublin by D.R. Horton, Avalon Bay and EAH. At present, two of the three have completed construction.

N E I G H B O R H O O D COMMUNITY

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Urban Design Guideline Implementation Dublin Transit Center

CD+A’s Dublin Transit Center Design Guidelines encouraged the creation of pedestrian-oriented spaces and building frontages, with ample landscaping, street trees, sidewalk widths, and buffered on-street parking.

The Guidelines also promoted architectural design and building articulation that provide visual interest, break up large building volumes, hide internal podium parking facilities, include well-defined building entrances, and create public spaces such as entry plazas.

The Dublin Transit Center, including BART and bus transit options, is easily accessible due to its close proximity, but also because of the high-quality pedestrian environment supported by CD+A’s Design Guidelines.

N E I G H B O R H O O D COMMUNITY

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East 14th Street South Area Development Strategy

San Leandro, California City of San Leandro

Lead Consultant 2002 - 2004

Project Description Community Design + Architecture led a team of consultants to develop a Land Use, Urban Design, and Streetscape Improvements Plan for East 14th Street (State Route 185) in San Leandro. The objective of the plan was to guide the revitalization of the East 14th Street corridor, which is currently in transition from an auto-oriented retail into a mixed-use urban corridor.

The project identified the corridor’s existing assets, needs, and opportunities, including the area’s economic and real estate market potential, transportation conditions, and planned improvements such as AC Transit’s proposed Bus Rapid Transit service. CD+A and the economic consultant, Strategic Economics, then identified opportunity sites along the corridor that are likely to be revitalized or developed over the next several years. Three of these sites were targeted for more detailed studies to illustrate potential development options and their economic feasibility. The detailed studies also provided the opportunity to demonstrate how the plan’s design guidelines and standards would support a more pedestrian-friendly environment along East 14th Street. In parallel with this effort, CD+A created conceptual ideas for the redesign of the street into a multi-modal corridor with wider sidewalks, tree-lined center medians, safer and more frequent pedestrian crossings, and corner bulb-outs. Together, the Plan’s strategies and design guidelines for private development and the proposals for the improvement of the public right-of-way are intended to create a synergy that facilitates and sustains the envisioned long-term revitalization of the Corridor.

Public input for this project was gathered through a series of workshops, stakeholder meetings, and intensive interaction with the East 14th Street Advisory Committee. This process resulted in a shared vision and community ownership of the Plan and greatly improved the potential for the Plan’s successful implementation.

Since the City Council approval of the Plan in April 2004, several development proposals on the corridor have moved forward. In 2005, the Plan received an award for Outstanding Comprehensive Planning from the Northern California Section of the American Planning Association (APA), as well as the Small Jurisdiction Award of Excellence for Comprehensive Planning from the California Chapter of the APA.

N E I G H B O R H O O D COMMUNITY

DESIGN

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Land Use Development & Design Guidelines East 14th Street South Area Development Strategy

Sample of a development options study for one of the selected opportunity sites.

Corridor Concepts Plan outlining the proposed development of districts along the corridor and their land use character.

Existing Conditions

Option A

Option B Photo Simulations of two alternative development options for a former car sales lot

Design guidelines assist in enhancing district character by identifying landmarks and specifying desired elements and treatments in new construction.

N E I G H B O R H O O D COMMUNITY

DESIGN

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Street Improvements East 14th Street South Area Development Strategy

Existing Conditions

Streetscape Improvements with median

Corridor plan of existing and proposed crosswalks, traffic signals and median treatments.

Existing Conditions

Streetscape Improvements to enhance visual quality as well as traffic movement at one of the problem areas on the corridor.

Crosswalk Improvements at T-intersection.

N E I G H B O R H O O D COMMUNITY

DESIGN

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US29/Hydraulic Road Study Places29

Albemarle County and City of Charlottesville, Virginia Thomas Jefferson Planning District Commission

Subconsultant to Meyer Mohaddes Associates 2003 - 2004

Project Description CD+A was the urban design and land use planning consultant for two related projects in Albemarle County, Virginia which addressed traffic congestion along the US 29 corridor.

CD+A was initially hired as part of a multi-disciplinary team by the regional MPO, Thomas Jefferson Planning District Commission (TJPDC) for the US29-Hydraulic Road study. The goal of the study was to develop and evaluate multimodal transportation and land use alternatives intended to mitigate congestion on the region’s primary arterial corridor, US 29. CD+A designed prototypical street sections, new roadway network options, pedestrian and bicycle facilities, and transit-related design concepts aimed at reducing local traffic on regional roads and improving multi-modal access. The team developed three design options that sought to address regional circulation issues with alternative intersection and roadway configurations. The recommended design concept converts Hydraulic Road into a pedestrian-friendly “main street” to support mixed-use redevelopment of adjacent properties, and reconfiguration of several interchanges along the roadway. In the long-term, the plan recommends construction of a single point user interchange with special treatments for pedestrians and bicyclists at US 29 and Hydraulic.

Upon completion of the US 29/Hydraulic Road Study, CD+A was hired by Albemarle County to continue and expand upon the the work begun with the previous study. CD+A led a multi-disciplinary consultant team in the production of a Framework Master Plan for Albemarle County’s Northern Development Areas. The Plan is intended to guide planning in the area over a 20-year time horizon. The Plan’s primary goals include: improving connectivity between existing suburban residential developments and shopping centers, developing new neighborhoods around a range of walkable, mixed use centers, and creating multi-modal streets that provide a balance of access and mobility for pedestrians, bicycles, and vehicular traffic.

The project includes a major public outreach component, in which public and stakeholder participation occurs primarily through a charrette process comprised of a range of events, including open houses, workshops with facilitated small group sessions, stakeholder focus groups, and one-on-one stakeholder meetings, as well as working sessions with agency staff, Planning Commission, and the Board of Supervisors.

N E I G H B O R H O O D COMMUNITY

DESIGN

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ARCHITECTURE

Street Improvements US29/Hydraulic Road Study & Places29

US 29 north of Hydraulic Road can be designed as a multi-way boulevard to create a more pedestrian-friendly frontage.

Parallel routes to US 29 and frequent connections between these reduce the number of local trips on US29.

Diagram of pedestrian circulation through the SPUI at US 29 and Hydraulic Road.

US 29 at Hydraulic Road -Viaduct Flyover Option

US 29 at Hydraulic Road - Existing Conditions

US 29 at Hydraulic Road- Preferred Concept with a Single-Point Urban Interchange (SPUI)

N E I G H B O R H O O D COMMUNITY

DESIGN

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Transportation Improvements and Potential Future Development US29/Hydraulic Road Study & Places29 Single-use Alternative

Preferred Mixed-Use Concept

K-Mart Area Sketch design alternatives illustrate differences in site character and circulation between single-use and mixed-use potential future development.

Hydraulic Road: Existing Conditions

Option A - Major Arterial Alternative

Option C - Access Road Along Viaduct

Preferred Mixed-Use Main Street Concept

Hydraulic Road and adjacent potential future development under three alternative transportation improvement options (A, B, C)

N E I G H B O R H O O D COMMUNITY

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Land Use Patterns and Development Concepts US29/Hydraulic Road Study & Places29

Portion of development project prototypes matrix

Triangle Area

Single-use Alternative

Preferred Mixed-Use Concept Initial land use patterns and street network

Comdial Area

Single-use Alternative

Preferred Mixed-Use Concept

Potential future land use patterns and street network

N E I G H B O R H O O D COMMUNITY

DESIGN

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ARCHITECTURE

n

1st Ave

North St

El Cortez

e

Flores D

9th Ave

Ave

3rd Ave

7th Ave

Finish Master

2nd Ave

6th Ave

Avenida El Capitan

Grant Rd

1 S T AV E

Los Altos Ave

Fontana Ave

Grant Road Improvement Plan

Euclid

S TO N E AV E

Wilcox Ln

Keeling

Geronimo Ave

Estrella Ave

Stone Ave

Water St

Tucson, Arizona Alignment N FONTANA AV

N ESTRELLA AV

Pedestrian crossings at approximately every 600 feet are shown; Toucan bike crossing supports access to Mansfield Park from north side of Grant Road.

Geronimo Ave./4th Ave is a designated bike route.

City of Tucson Regional Transportation Authority (RTA)

Intersection Design

E WILCOX LN

N GERONIMO AV

N STONE AV

Widespread public interest in revitalization of areas of the Western Segment is also supported by the local access lane.

Although the Indirect Intersection was not supported at the Western Segment workshop in May to the degree of other segments, the team is recommending indirect intersections as a projectwide concept at major intersections.

a

a

o

Local Access Lane

Excess Right-of-Way

It is likely that the owners are willing to sell/redevelop.

E SAHUARO ST

Likely redevelopment of excess right-of-way could benefit from controlled access and buffering of local access lane;

N FLORES DR

Sub-consultant to Kimley Horn Associates

Local Access Lane/ Transit

Water Harvesting

E SAHUARO ST

‘Remainder’ pieces of rightof-way could be used for active or passive water harvesting.

2007-Present

AV

Where buses must stop along a local access lane, the bike lane is used with a modified bus pull-out; bus stop is on side median, which is moved inward.

CLID

Existing homes fronting onto Grant Road could also benefit from these aspects.

Public support of revitialization and increased development intensity.

N 3RD AV

N AVENIDA EL CAPITAN

N 6T

N 7TH AV

a

N EU

Alignment

E WATER ST

N FONTANA AV

From 1st Avenue to Park Avenue, arguments could be made both for widening Grant Road to the north and widening to the south. Here, both are presented.

N 1ST AV

Project Description

j E NORTH ST

Significant opportunities for redevelopment of these properties exist.

Local Access Lane to serve redeveloped Harley Davidson site -- another alternative might avoid this building and move to the north.

E SAHUARO ST

q

a

a

Local Access Lane/ Excess Right-of-Way

Buildings to Avoid Finishmaster building is architecturally significant according to Historic Report, and is a red flag property, so road swings north from southern alignment to avoid it.

a

H AV

a

E GRANT RD

q

N LOS ALTOS AV

j

N 4TH AV

a

N 9TH AV

During the community character workshop, the 160-foot alignment received far more public support in than the 137-foot alignment.

From Fontana Ave. to 1st Ave, widening to the south is supported by both public comments and the draft Historic Properties Report.

N 1ST AV

Stone is a possible place for an enhanced transit stop and plaza, which could also serve as a “Gateway” for Grant Road.

Crossings/Bicycle

N 2ND AV

Transit

Cross Section

N 1ST AV

E WATER ST

N LOS ALTOS AV

Parking To avoid the Finishmaster building, the alignment cuts into the Grant-Stone Shopping Center parking lot. But applying a 3 spaces per 1,000 square feet parking ratio, enough spaces appear to remain in the shopping center.

E WILCOX LN

N STONE AV

N GERONIMO AV

N ESTRELLA AV

CD+A is part of a multidisciplinary team redesigning a major regional street in Tucson, Arizona, to accommodate improved access and mobility for vehicles, bicycles, pedestrians, and transit and to support revitalization of adjacent properties. The Grant Road Improvement Plan is part of a regional transportation plan approved by voters in 2006 that mandated widening a a of Grant Road from two lanes to three in each direction. Tucson decided to undertake the project q using Context-Sensitive a j Solutions, in which the social, land use, urban design and other contextual factors of surrounding areas are the basis for designing a transportation facility that fits its environment. CD+A is the land use team leader and as such has helped define the alignment and cross sections, and has designed the streetscape improvements.

E GRANT RD

a

N 2ND AV

N 3RD AV

E SAHUARO ST

N 1ST AV

E SAHUARO ST

CLID AV

The approved alignment provided the framework for CD+A’s development of a landscape and streetscape concept for Grant Road, which defined a palette of trees indicating different street context zones, “skyline” trees at major intersections, rainwater harvesting areas, and pedestrian-supportive elements such as lighting, seating, and special paving at locations of high pedestrian activity. CD+A refined the streetscape design for a Design Concept Report and 30% design construction documents for the corridor. CD+A is continuing the revitalization planning process with the Task Force to develop a Community Character and Vitality Plan that will complement the alignment. The team is also working on the construction documents for the Phase 1 improvement project around the Oracle Road intersection, which will begin construction in the summer of 2011.

N EU

ALIGNMENT 2

N AVENIDA EL CAPITAN

E SAHUARO ST

E NORTH ST

The team began by conducting extensive analysis of the study area’s existing conditions and policies, synthesizing key aspects for the public. CD+A worked with the citizen task force to create a project vision statement and a set of guiding principles, used to evaluate design and alignment options. The team prepared a set of corridor-wide design concepts, including cross sections, pedestrian and bicycle crossings, water harvesting infrastructure, enhanced transit shelters, and special intersections using an indirect left turn to minimize right-of-way acquisition, pedestrian crossing distance and traffic backups. A series of public workshops allowed the public to view and comment on the analysis material, vision and guiding principles, draft design concepts, and potential revitalization concepts. CD+A and the team worked with the Task Force to design a draft alignment for Grant Road that incorporated the technical analysis, design, and public input to date. The alignment was presented in a series of public open houses, which resulted in more than 400 public comments. Based on these comments, a Task Force Recommended Alignment was prepared, and was then approved by the Tucson Mayor and City Council in January 2009.

N 4TH AV

N 9TH AV

N 7TH AV

N FLORES DR

N 6T

H AV

W GRANT RD

ROADSIDE

N E I G H B O R H O O D COMMUNITY

DESIGN

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Grant Road Corridor Design

Separates through traffic and slower local traffic, improving efficiency as well as roadside pedestrian environment Provides multiple points of pedestrian refuge Allows for significant landscaping within the right-of-way

Requires most right-of-way of any roadway/roadside combination

8’ SIDEWALK

12’ LANDSCAPE

6’ BIKE 1’ STRIPE

11’ TRAVEL

11’ TRAVEL

11’ TRAVEL

17’ LANDSCAPED MEDIAN

11’ 11’ TRAVEL TRAVEL DISADVANTAGES:

6’ 10’ BIKE SIDE MEDIAN

11’ TRAVEL

40’

40’

ROADWAY

ROADWAY

1’ STRIPE

10’ LOCAL ACCESS

7’ PARKING

16’ ROADSIDE

43’

LOCAL ACCESS, MEDIAN AND ROADSIDE

CD+A helped develop a standard cross section for the 1 6 0 F O O T R I G H T - O F - W A AY multi-modal streetscape promotes bicycle and pedestrian new Grant Road. accessibility.

S TA N D A R D WI TH

20

ST REET

LOCAL

ACCE SS

Feet

S ECTION L AN E

DRAFT

CD+A provided the Grant Road Improvement Plan’s citizen task force with alignment alternatives. These graphics detailed possible alignments, affected properties, corridor-wide concepts and documented key design decisions.

Worksheet graphics used during Community Character Segment workshops presented alignments and land use concepts for locations along Grant Road.

The indirect left turn intersection is a concept being explored for Grant Road which may minimize traffic backup and pedestrian crossing distance.

N E I G H B O R H O O D COMMUNITY

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Grant Road Public Participation

The Grant Road Improvement Plan’s citizen Task Force together explored the plan area and created a vision and guiding principles for the project. This foundation allowed the group to work together to select, endorse and take ownership of the Recommended Alignment presented to the public and approved by the Tucson City Council.

CD+A played a major role in organizing, creating materials for, and conducting several rounds of well-attended public workshops and open houses that allowed community members to offer information about the Grant Road area, to design their own street cross sections, and to comment on design concepts. This led to broad community support for the Task Force’s Recommended Alignment.

N E I G H B O R H O O D COMMUNITY

DESIGN

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Development Workshops

OPEN SPACE

Vignettes used in workshops to illustrate small-scale, adaptive changes to better connect existing businesses with the new Grant Road alignment. Strategies include new street-facing building frontages, public spaces, and parking configurations.

COMMUNITY

GARDEN

DOG

PARK

BASKET BALL

PLAY

COMMUNITY

GROUND

FACILITY

EXERCISE

OASIS

SHADED

Development Types “game pieces” used during a community planning workshop:

PLAZA

STATIONS

Open Space Amenities

SWALE

COMMUNITY

Small Play Field

GARDEN

SMALL PLAY FIELD

DOG

PLAY

COMMUNITY

Water Harvesting PARK WATER

MERCADO HARVESTING

GROUND FACILITY SMALL SHADED PLAY FIELD PLAZA

Community Garden

Playground

COMMUNITY

PLAY

GARDEN

GROUND

Dog Park

Shaded Plaza

SHADED

DOG PARK

PLAZA Mercado

Community Facility COMMUNITY

MERCADO FACILITY

C O M M U N I T Y C H A R A C T E R A N D V I TA L I T Y

LAND USE AND BUILDING TYPES

MIXED-USE:

Mixed-Use: Residential over Retail

CONDOMINIUM/APARTMENTS over RETAIL

MIXED-USE:

CONDOMINIUM/APARTMENTS over RETAIL

3-4 stories - parking included

4-5 stories - parking included

Examples:

4-story

5-story

Redmond, Washington

General Description: Multi-family residential condominium or apartments in upper floors with retail in the ground floor fronting onto the street. Parking for the residential units is in a structure accessed off an alley or a narrow parking entry from the street.

Benefits: Higher development intensity and mix of uses could fit well within and add vitality to centers and districts. Large building could provide a buffer between residential neighborhoods and Grant Road.

Hercules, California

Height: 3 to 5 stories (35 to 60 feet) Approximate Residential Density: 85-100 dwelling units per net acre Parking: In partially underground parking, or 1st floor garage with retail lining the garage. Alternately, could have separate shared parking structure.

C O M M U N I T Y C H A R A C T E R A N D V I TA L I T Y

Phoenix, Arizona

LAND USE AND BUILDING TYPES

Courtyard Condominium/Apartment

COURTYARD CONDOMINIUM/ APARTMENT

2 to 3 stories parking included

Examples:

Phoenix, Arizona

General Description: Multi-family homes with parking in garages accessed off a rear or side alley.

Units face onto courtyard, which provides shared open space and potential for water harvesting.

Benefits: Could fit well within and add vitality to centers and districts, and provide a buffer between residential neighborhoods and Grant Road. Courtyard provides type of encolosed shady open space that is found throuhgout Tucson.

Height: 3 to 5 stories (35 to 60 feet). Could step down to 2 stories adjacent to existing neighborhoods.

Approximate Residential Density: 35-50 dwelling units per net acre Addison, Texas

C O M M U N I T Y C H A R A C T E R A N D V I TA L I T Y

Public workshop to gather citizen input on proposed strategies for connecting the new Grant Road with adjacent businesses and housing.

LAND USE AND BUILDING TYPES

N E I G H B O R H O O D COMMUNITY

Massing models helped illustrate the building forms allowable by existing zoning and sensitive to historical precedents.

Photo precedents showed presently-built examples.

DESIGN

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ARCHITECTURE

Massing Models

Horizontal mixed use

Combined with photosimulations, massing models conveyed the potential character of key intersections.

Townhomes

Courtyard office

N E I G H B O R H O O D COMMUNITY

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Tesoro Viejo

Madera County, California Tesoro Viejo, Inc.

Lead Consultant 2005 - Present

Project Description CD+A is the lead planning and urban design consultant for a large-scale mixed-use development, Tesoro Viejo, a 1,500-acre community in southeastern Madera County, north of Fresno, California. The community will have from 3,800 to 5,200 dwelling units, with individual neighborhoods having a range of densities from townhomes and small lot courts to larger lot single family homes and rural clustered homes. The design encourages walking and bicycling within the neighborhoods and to community services and amenities. A mixed-use community core incorporates high density residential, community retail, and office uses, and will be the primary retail and employment center for southeast Madera County.

The project includes approximately 2.5 to 3.5 million square feet of commercial and business park/industrial space, consisting of both light industrial and highway service or large format commercial along the future planned Highway 41, as well as the potential for office/ Research & Development flex uses in closer proximity to the community core. A smaller mixeduse neighborhood center is planned in the eastern portion of the site to provide services to local neighborhoods and the community village, outside of the project, to the north. Two elementary schools and other public institutional uses such as a library and churches are being planned to anchor several neighborhood centers throughout the rest of the community.

CD+A began the design process by identifying and preserving the unique natural, archeological, and agricultural resources of the site and using them to establish the community’s open space structure. About 200 acres of open space, primarily the site’s networks of drainage courses (not including two canals), are being preserved and used as part of the network of bicycle and pedestrian trails. An additional 200-300 acres of open space will be incorporated into residentially designated areas, boulevards, and neighborhood parks. CD+A staff developed a street network that will disperse traffic to preclude wide “divider” streets. As part of this, a set of multi-modal street cross sections were developed that are not only pedestrian and bicycle-friendly, but also incorporate landscaped-based stormwater treatment and control facilities.

In the late fall of 2005 CD+A completed Phase I of the project presenting the preliminary plan to County officials. The Specific Plan was approved and CEQA documentation was certified in December 2008.

Tesoro Viejo Madera County, CA

October 12, 2007

r th No

Circulation and Road Type Diagram with Primary Open Space

p Loo

N E I G H B O R H O O D COMMUNITY

DESIGN

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Existing Conditions and Proposed Plan

Avenue 15

Tesoro Viejo Village MA

DE

Collector w/o Median (Very Low Density Residential)

. lvd

RA CA NAL Rio Mes aB

East-West C

r ecto onn

Collector w/o Median Collector w/ Median

d oa

Road 204

Collector w/ Continuous Left Turn Lane

R

Highway 41

Road 204

4

20

r.

D ey rn

la

lly Killke

Boulevard w/ Two Medians Core Boulevard Four-Lane Arterial w/ Median

op

Rio Mesa Blvd.

Avenue 14

North-South Connector

Potential Future Freeway

Kil

Boulevard w/ Median

ue Aven

14

Lo

Potential Future Freeway Trails

oo p

Primary Open Space/Park

Hillside

L

Rio Mesa Blvd.

N

Tesoro Viejo, Inc.

Proposed Circulation Network and Road Types with Primary Open Space Connections

Tesoro Viejo

WWTP

Madera County, CA

JAMISON APN# 51-215-02

October 12, 2007

rth No

Land Use Plan per RMAP Designations and Adjacent Land Use Designations

p Loo

MORGAN APN# 51-215-03

Tesoro Viejo SpeciďŹ c Plan Area Mixed Use Community Core 12.0 - 30.0 DU/AC

Avenue 15

High Density Residential 12.0 - 25.0 DU/AC Medium Density Residential 5.0 - 15.0 DU/AC Low Density Residential 1.0 - 10 DU/AC Very Low Density Residential 0.3 - 2.0 DU/AC

*A

MA

DE

. lvd

RA CA NAL Rio Mes aB

East-West Co

d oa

Road 204

Mixed Use Neighborhood Commercial 0.25 - 0.40 FAR/ 8.0 - 12.0 DU/AC Light Industrial/Business Park 0.25 - 0.50 FAR

4

20

R

Highway 41

Road 204

r ecto nn

r.

yD ne

lar

Highway Service Commercial 0.25 - 0.40 FAR Agriculture

lly Killke

Open Space/Parks Schools (With underlaying Low Density Residential designation)

14

Lo

Detention Basin (With underlaying LI/BP designation) Special Purpose *A - Visitor Mixed Use *B - Visitor Commercial

oo p

ue Aven

Sewage Treatment Plant and Water Treatment Facility (With underlaying LI/BP designation)

*B

op

Rio Mesa Blvd.

North-South Connector

Avenue 14

Potential Future Freeway

Kil

Hillside

L

Note: Rio Mesa Community Village consists of Tesoro Viejo and the Morgan and Jamison Parcels

Rio Mesa Blvd.

N

Tesoro Viejo, Inc.

Proposed Land Use Plan

Existing Conditions

Tesoro Viejo

N E I G H B O R H O O D COMMUNITY

DESIGN

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Development Concepts Tesoro Viejo

Sketch Development Plan for Area Site

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Sidewalk

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Landscaping Parking

Travel

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Median

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Travel

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Parking Landscaping Sidewalk

Residential Street Design Concept for Hill Area

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Sidewalk

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Parking w/ Trees

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Local Access Lane w/ Bike

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Divider

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Transit

Boulevard Street Design Concept

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Travel

Travel

136’

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Transit

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Divider

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Local Access Lane w/ Bike

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Parking w/ Trees

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Sidewalk

Design Options for the Hilltown Area Typology

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Planning for sustainable growth of existing cities or the creation of sustainable new towns requires an understanding of the complex and interrelated factors that shape city form — land and market economics, social conditions, community values, environmental context, and infrastructure patterns.

Planning for the growth and revitalization of existing cities or major new town developments provides the opportunity for creating sustainable communities. Whether the planning effort is led by public or private interests, the planning process must define a balance between public good, private profit, and the desires of existing residents. Community Design + Architecture’s approach focuses on integrating the city with its region and neighborhoods, by: ■ creating a sustainable pattern of development that integrates the urban environment with the landscape and that protects valuable open space; ■ defining a pattern of mixed-use districts, centers, and neighborhoods that support community life and transit, bicycling, and walking.

■ defining a land use mix that compliments the regional economy and that will allow flexibility overtime to address changing market economics; ■ understanding the capacity of existing infrastructure and methods for expanding its capacity while reducing environmental impacts; ■ planning the phasing of land development and infrastructure to ensure that appropriate and affordable community services and transportation systems are always available; and, ■ identifying opportunities for infill and reuse to minimize the demand for development of open lands and maximizing economic efficiency.

CD+A has experience working with cities in California, Florida, and Colorado in updating citywide planning policies; and with private developers in planning and implementing new towns and master planned communities in the United States, the Philippines, Indonesia, and Australia.

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Stormwater Design Guidelines for San Francisco

San Francisco, California Port of San Francisco and SF Public Utilities Commission

Subconsultant to Hydroconsult Engineers 2006 - 2008

Project Description Community Design + Architecture worked with hydrologists Hydroconsult Engineers and regulatory specialists from the San Francisco Port and Public Utilities Commission to develop Stormwater Design Guidelines for San Francisco. The Stormwater Design Guidelines provides guidance on regional stormwater discharge permit compliance and use this regulatory driver to foster better building and public space design in San Francisco.

The guidance approaches stormwater management from a perspective of land-use specific multi-functional design. Stormwater management tools are selected and integrated into appropriate land-uses based not only on stormwater management performance criteria, but also on their contribution to the built environment and the larger design and sustainability goals of the City. Greening of City streets, provision of more public space and usable open space, improvement of urban wildlife habitat and habitat corridors, reduction of potable water demand, and other broader environmental goals are addressed through the design approach elaborated in the document.

In addition to CD+A’s role as a content contributor based on our nationally recognized expertise in innovative stormwater guidance, CD+A’s responsibilities included creation of a graphic-intensive implementation-oriented guidebook that is visually appealing and easy to understand and use. Additionally, CD+A was responsible for developing a palette of appropriate vegetation and guidance on facility management and maintenance.

A public review draft of the document is currently available for review.

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Stormwater Design Guidelines for San Francisco

CD+A explored commercial/residential mixed use development that included eco roofs, permeable paving, parking lot swales, cistern water storage, bio-retention/infiltration planters, rain screens, and dry wells.

Open spaces provided locations for active and passive recreation, wildlife habitat, and environmental protection as well as contributing to air and water protection.

Stormwater runoff from industrial land was addressed through water cisterns, planter beds, vortex/swirl separators, and vegetated buffer strips.

The Stormwater Design guidelines also addressed San Francisco’s Former Shipyards and their opportunities for innovative and comprehensive stormwater management.

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City of Pasadena Context-Based Street Types System

Pasadena, CA City of Pasadena

Sub-Consultant to Nelson\Nygaard June 2009 - October 2010

Project Description CD+A worked with the City of Pasadena Department of Transportation to develop a context-based system of multimodal street types. Pasadena has enjoyed extensive economic and physical development in its downtown in recent decades while maintaining the bucolic character of its residential neighborhoods. The intensification of downtown has been matched with significant increases in transit infrastructure and ridership, as well as increased walking, biking and vehicular traffic. As the City prepares for a General Plan Mobility Element update, the street types system will aid City staff, policy makers and the public in having informed conversations about integrated transportation and land use planning, and making decisions about future character and investments in different areas of the City.

The traditional street types proved too rough a system to match the diversity of neighborhood and more urban land use and transportation conditions in Pasadena. Additionally, numerous well-intentioned efforts in recent years became a tangle of public policies that resulted in competing, and in some cases conflicting, concepts of the current and future role streets should play within the transportation network. In the interest of improving both transportation efficiency and quality of life, CD+A developed a street type system that reflects both land use context and multi-modal function of streets as a means to prioritize decision-making about intensity and form of investment appropriate to each.

The draft street type system has three components: Context: With regard to context, the City desired a system that is reflective of the character and intensity of land uses along a street to ensure that future investments and efforts on those streets are appropriate to the primary users Function: With regard to the streets themselves, the City sought a system that differentiates streets by their function, rather than by volume alone, and treats all modes—balancing and emphasizing them as appropriate to transportation function and context.

Overlays: Unique factors that merit special consideration and may affect design and other treatment of a street, but do not define the predominant nature and design of the street.

Each street is categorized by a combination of context and function, with special considerations indicated by overlays.

The street types system was developed as a planning and analysis tool for use in the City’s currently on-going General Plan Mobility Element update process. Finally, CD+A was engaged in outreach to stakeholder groups that aimed to improve the tool’s utility in decision-making at the neighborhood and citywide planning levels.

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San Francisco Citywide Streetscape Master Plan/ Better Streets Plan

San Francisco, California City of San Francisco Planning Department, Public Utilities Commission, and Department of Public Works

Lead Consultant 2006 - 2008

Project Description Community Design + Architecture was the lead consultant of a twelve-firm, multi-disciplinary team of designers, planners and engineers in developing the San Francisco Citywide Streetscape Master Plan, the design element of the San Francisco Better Streets Plan. The Better Streets Plan is a joint effort of the San Francisco Planning Department, Municipal Transportation Authority, Public Utilities Commission, and Department of Public Works to develop a unified set of street designs for San Francisco’s streets that address all street types in the City with new designs that are pedestrian- and transit-oriented, ecologically high-performance and balance the needs of all of the City’s users.

The CD+A team began with extensive research into best practices in street and streetscape design and stormwater management from peer cities, and the opportunities and constraints of existing San Francisco policy, plans, and codes. Following this, the team developed a street typology matrix to categorize San Francisco streets based on factors that affect the pedestrian realm, including adjacent land use character and scale, transportation context, and existing and recommended geometries, amenities, and ecological characteristics and opportunities. CD+A completed conceptual designs for the 12 street types including a list of standard improvements and a recommended kit of parts appropriate to each street type.

The Better Streets Plan details the critical technical, context, and design considerations related to implementing best practices through a toolkit format. The tools are designed to be easily used by a variety of city departments, design professionals, and public advocates in order to facilitate dramatic improvements in San Francisco’s streets. The team also developed a maintenance and management study elaborating approaches and practices for keeping new facilities and infrastructure in good condition to preserve the value of the city’s investment in its streets. Additionally, CD+A compiled a list of targeted code revision recommendations to enable future implementation of the plan.

A final draft of the plan was released in June 2010, and San Francisco Mayor Gavin Newsom introduced legislation in September 2010 to adopt the Better Streets Plan into the Municipal Code and General Plan.

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San Francisco Citywide Streetscape Master Plan/ Better Streets Plan

Functional and aesthetic improvements result from the manual’s guidance for new geometries, better planting, improved streetscape layout, and stormwater infrastructure such as rain gardens and permeable paving, as illustrated in these simulations.

Multi-way Boulevard Kit of Parts to Consider Raised Crossing Across Local Access Lane:  Slows traffic at intersections, decreases cut-through traffic, and increases visibility of pedestrians crossings  Installation can be costly Sidewalk

Parking

Local Access Lane / Bike

Median

Travel

Travel

Median

Travel

Travel

Median

Local Access Lane / Bike

Parking

Sidewalk

Shared Street Local Access Lane (Woonerf):  Single surface reinforces the idea of the entire local access lane as pedestrian/neighborhood space through which vehicles may carefully pass  Installation can be costly. ADA issues must be considered

News

Trench Drain in Bulbout:  Adds visual interest to bulbout with attractive grate which makes access for cleaning easy and decreases the cost of bulbout because existing stormdrain does not need to be moved

News News

 Maintenance can be costly Extended Bulbout/Corner Plaza:  Adds significant public space for seating, landscaping, and/or pedestrian amenities  Can include trees, landscaping, and/or infiltration areas  Installation can be costly Infiltration Area Boardwalks:  Add interesting material and texture to the sidewalk  Create large areas for infiltration and planting  Boardwalks are relatively easy to remove for access to utilities Mid-block Curb Extension Plazas:  Provide useable open space for landscaping, furnishings, cafe seating, and other pedestrian amenities and visually narrows the street to calm traffic  Installation can be costly

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Example page from the Better Streets Manual, showing a typical plan, section and the kit of parts that complements each street type, such as the Multi-way Boulevard shown above.

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Green Redevelopment Guidelines

Emeryville, CA City of Emeryville

Lead Consultant 2004 - 2006

Project Description In the past decade, the City of Emeryville has earned a national reputation as a pioneer in reclaiming, remediating, and redeveloping its decaying industrial lands. A massive brownfields pilot program has resulted in a dramatic economic turnaround for the City, which has succeeded in attracting high-tech firms such as Chiron and Pixar to locate in the City.

Through an EPA grant, the City is now addressing its next challenge – to meet new standards for water quality and improve the general environmental sustainability of continued revitalization efforts. To realize this goal, Community Design + Architecture, along with the hydrology firm of Phillip Williams & Associates and transportation consultants Nelson\ Nygaard, have created Design Guidelines for Green Dense Redevelopment.

The guidelines, geared specifically to developers and designers, integrate green stormwater treatment into the site planning and building design of new development. Additional efficiencies in development will also be gained from pedestrian-friendly parking strategies. The parking and green design solutions range from shared district parking facilities to green roofs to containerized rain gardens; all are tailored for Emeryville’s unique context: heavily urbanized sites with little extra room for large detention facilities, often with compacted or even contaminated soils, and a high water table.

The guidelines document, which includes a thorough numeric sizing methodology for various facility types, will enable City staff, planners, designers, and developers to implement sustainable design on many scales throughout Emeryville.

Implementation of the guidelines will allow Emeryville to attract research and knowledge-based businesses and to develop additional housing opportunities for those interested in Emeryville’s urban lifestyle.

In 2006, the guidelines document was awarded a Northern California Chapter APA and a California Chapter APA Award in the area of “Focused Issue Planning.”

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Green Redevelopment Guidelines Emeryville

Design solutions applied to a redevelopment project at the block scale

Parking Solutions

Sizing Exercise included in Guidelines

Stormwater Solutions

Structural Soil

Permeable Parking

Bio-retention

Water Storage

Green Roofs

Infiltration

Bio-filtration

Tree Preservation and Planting

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Mesa Gateway Strategic Development Plan

Mesa, Arizona City of Mesa

Lead Urban Designer 2007 - 2008

Project Description CD+A was the lead urban designer on a consultant team assisting the City of Mesa, Arizona in preparing a strategic development plan for the Mesa Gateway Area (MGA) in southeast Mesa. MGA includes the rapidly developing area around Phoenix-Mesa Gateway Airport, formerly Williams Air Force Base, which is planned to become the economic engine for southeast Mesa and the surrounding East Valley region. The MGA is approximately 52 square miles, and located within its boundaries are freeways, universities, the airport, large landowners, railroads, roadway access points and planned developments.

The planning philosophy is to enhance the area’s assets, recognize the value of the airport, integrate land use and transportation, create fiscally responsible solutions, and develop a comprehensive growth strategy that will provide the vision for high quality and innovative development in this unique area of Mesa. The plan includes strategic market assessments and economic development; land use planning; community facility, infrastructure and utilities plans; transportation master planning; and funding and implementation plan to achieve the infrastructure and community facilities needed to support the vision and prosperity of the area.

The results of a stakeholder visioning workshop were used to develop alternative land development scenarios that was considered during the two-day public workshop. Upon completion of the workshop a comprehensive land development plan was developed, including requirements for multi-modal transportation, utilities, public safety and community facilities, economic development strategies, infrastructure needs and funding alternatives. The City of Mesa adopted the Strategic Development plan in 2008.

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Mesa Gateway Land Use and Transportation

This innovative and sustainable land use plan concentrates office jobs in mixed-use centers and features a regional stormwater approach and an open space and trails network.

A diverse and comprehensive transit network will effectively serve the higher-density land use pattern in the Mesa Gateway area.

Building models created in Google Sketch-Up assist the public in visualizing proposed building types and neighborhood character.

This example of an employment building type is an important design guidance component.

Townhouses are an effective means to increase density.

Couplets are utilized to improve traffic flow without widening streets.

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University Dr

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Melody Ln

COMMUNITY

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Hayden Ln

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Tempe Station Area Plans

10th St

Howe Ave

Price Fwy

Lemon St

Price Fwy

Siesta Ln

Lola Ln Lola Ln

River Dr

Don Carlos Ave

Smith Rd

Craver Pl Bonnie Ln

Orange St

Dorsey Station Area PriceKey Freeway Station Routes Area Pedestrian

Stanley Pl

Terrace Rd

Kenneth Pl

Broadway Rd

Birchwood Ave

Ga r y D r

Siesta Ln

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Price Rd

River Dr Sa no s

Holbrook Ln

Los Feliz Dr

Kachina Dr

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Tempe, AZ

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Broadway Rd SINGLE FAMILY RESIDENTIAL MULTI-FAMILY RESIDENTIAL RETAIL/COMMERCIAL MIXED-USE OPEN SPACE/PARKS ASU CIVIC/COMMUNITY CITY OR STATE USE OFFICE/WORK INDUSTRIAL VACANT

City of Tempe

TEMPE LIGHT RAIL (LRT)

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Elm St

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Lead Consultant

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2007 - 2008

Dorsey Ln

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Price Rd

Anti gua Apts

Tempe, Arizona - Station Area Planning Tempe, Arizona - Station Area Planning

Broadway Rd

TEMPE LIGHT RAIL (LRT)

SINGLE FAMILY RESIDENTIAL UNION PACIFIC RAILROAD CROSSING OPPORTUNITY MULTI-FAMILY RESIDENTIAL AS IDENTIFIED BY THE TEMPE GENERAL PLAN RECOMMENDED STREETSCAPE IMPROVEMENT RETAIL/COMMERCIAL MIXED-USE Legend RECOMMENDED NEW PEDESTRIAN CONNECTION OPEN SPACE/PARKS OPEN SPACE/PARKS SPA P CE/PA P RKS ASULRT PARK P RK AND RIDE PA 0 CIVIC/COMMUNITY CIVIC/COMMUNITY USE CITY OR STATE USE OFFICE/WORK INDUSTRIAL VACANT

Project Description

Existing and Proposed Land Use January 31, 2008 January 31, 2008

N ew ber r y R d

1/2 Mile Walking Boundary

Vista Del Cerro D r Jentilly Ln

Villa ge

Price Rd

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HUDSON PARK

Roosevelt Rd

C edar S t

Union Pacific Railroad

Minton Dr

Rita Ln

Bonarden Ln

15th St

Main St

Willow Creek Apts

Montecito Mhp

Oakwood Dr

January 31, 2008 Note: The land uses in this map indicate potential land use designations for currently proposed developments as noted by the City of Tempe's staff and website (http://www.tempe.gov/maps/Map.aspx?Map=Apache).

Roosevelt Rd

Price Fwy

Price Fwy

R ur al R d

Spence Ave

Wildermuth Ave Cedar St

Dorsey Station

Apache Blvd

Apache Blvd

Existing and Land Use LandProposed Use

Ella St

Hall St

Lemon St

Smith-Martin Station Area

Butte Ave

Mariana St

Lemon St

Mcarthur Dr

Tempe, Arizona - Station Area Planning

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Una Butte Ave

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Mac Arthur Dr

Don Carlos Ave

Don Carlos Ave

Una Ave

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Howe Ave

Or a n g e S t Dorsey Ln

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Don Carlos Ave

George Dr

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Stanley Pl

Siesta Ln

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Lola Ln

Randall Dr

Victory Dr

Orange St

Evergreen Rd

Randall Dr

10th St

1/2 Mile Walking Boundary

Encanto Dr

CREAMERY PARK

Ga r y D r

Maryland Dr

Laird St Oakleaf Dr

Ave

Lebanon Ln

Center Ln Kirkland Ln

Pima Fwy

Laird St

Aco rn

Lola Ln

University Dr UnSil iverk sityOa Dr k Dr

Clark Dr

Martin Ln

Smith/Martin Station Apache Blvd

Note: The land uses in this map indicate potential land use designations for currently proposed developments as noted by the City of Tempe's staff and website (http://www.tempe.gov/maps/Map.aspx?Map=Apache).

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Community Design + Architecture led a multi-disciplinary consultant team to develop station area plans for four light rail transit (LRT) station areas along Apache Boulevard in Tempe, Arizona. The addition of LRT along Apache Boulevard—a section of the regional LRT system that connects Tempe with Phoenix—creates a major opportunity to catalyze redevelopment and revitalization in this underutilized corridor. The station area plans developed by CD+A provide policy recommendations and design guidance for public and private investment near the light rail.

1 inch = 667 feet

Apache Boulevard’s unique set of issues include affordable housing, retention of local businesses, application of TransitOriented Development-supportive development concepts, and improving the pedestrian environment. CD+A led numerous community outreach events to facilitate public participation in the station area plans. These events included public open houses and workshops, and a multi-day collaborative charrette involving citizens, local developers and business owners, and City staff.

Building upon existing city land use policy promoting walking near light rail, the station area plans provide detailed recommendations such as appropriate land uses and development densities surrounding each station, and encourage the development of mixed-use projects along the corridor. CD+A responded to residents’ concerns about higher-density development by recommending zoning that concentrates such development around the stations and transitions to lower densities around residential neighborhoods. The plans also recommend improved pedestrian and bicycle access to encourage greater connectivity between neighborhoods, schools, parks, area businesses, and light rail stations. In addition, the station area plans provide guidance for enhancing aesthetics and comfort along the corridor through the use of shading elements, landscaping, and high-quality architectural and urban design.

The station area plans conclude with implementation and capital improvement recommendations to assist the City of Tempe in completing the transformation of Apache Boulevard into a successful, comfortable, and attractive multi-modal environment.

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Multi-Modal Corridor

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Silk Oak Dr

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San Jose May

San Jose

Price Fwy

Santa Barbara

University

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Evergreen Rd

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Main St

Birchwood Cir Birchwood Ave

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Proposed bicycle and pedestrian connections and new streets within the four station areas.

Mesa Ridge

way Village

El Parque Dr

Broadway Rd

Price Rd

Broadway Rd

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squire Way

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Sh a

Roosevelt Rd

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El Dorado

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Country Club Way

Holbrook Ln

Los Feliz Dr

Dorsey Ln

1st Pl

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Ella St

Gr a n a d a D r

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Kachina D r

Jentilly Ln

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Price Rd

Villag e

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Roosevelt Rd

Mcclintock Dr

Riviera Village Apts

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Broadway Rd

2nd Pl

Union Pacific Railroad

Union Pacific Railroad

McClintock Station Area: existing conditions (above) and proposed conditions showing multi-modal boulevard with mixed-use development (right)

Don Carlos Ave

Siesta Ln

Rockford Dr

Clark Dr

Martin Ln

Elm St

Wildermuth Ave

C edar S t

Palmdale Dr

Randall Dr

Apache Blvd

Encanto Dr

Broadway Rd

3r d S t

10th St Or a n g e S t

Mac Arthur Dr

Lemon St

Union Pacific Railroad

Solana Dr

Don Carlos Ave

Apache Blvd

H uds on D r

Randall Dr

Victory Dr

Howe Ave

POTENTIAL SECURE ACCESS TO POLICE STATION

Acorn Ave

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10th St

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Lebanon Ln

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Don Carlos Ave

Apache Blvd

Vista Del Cerro D r

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Randall Dr

Lebanon Ln

10th S

Maryland Dr

Maryland Dr

Kirkland Ln

River Dr

Craver Pl

12th St

C edar S t

Union Pacific Railroad

River

Lola Ln Smith Rd

Kirkland Ln

Hazelton Ln

Butte Ave

Una Ave

Una Butte Ave

Ga r y D r

Lemon St

Williams St

Kenneth Pl

Stanley Pl

Terrace Rd

Minton Dr

N ew ber r y R d

Rita Ln

Oa k S t

C edar S t

R ur al R d

Bonarden Ln

Lemon St

Holbrook Ln

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Laird St Oakleaf Dr

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Aco rn

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Rockford Ga r y D r

Mariana St

R Apache Blvd

Laird St

Or a n g e S t

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Ve Ella Cir

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Dorsey Ln

Stanley Pl

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Hall St

15th St

H ay den Ln

Lemon St

Lemon St

Silk Oak Dr

University Dr

Center Ln

Randall Dr

Don Carlos Ave

7th St

Ln

Kirkland Ln

8th St

Or a n g e S t

University Dr

Kenwood Cir

Acapulco Ln

Tyler St

Casitas Dr

University Dr

Stratton Ln

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Smith-Martin Station Area: existing conditions (above) and proposed conditions showing multi-modal boulevard with mixed-use development (right)

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Press about Development in the Apache Blvd Corridor

Excerpts: The neighbourhood... feels much busier and safer, and people are much more willing to come there to shop or dine."...light rail is a good thing for any town or any city," [Ravine Arora, a business owner] says. "We've seen an increase in the visibility of our business and an increase in commuters." He estimates his sales are up about 10 per cent, despite the recession. “Generally, the area’s cleaned up... we’re getting a lot of community housing come up, good, upscale housing.”

Hillary Foose, the spokeswoman for the Metro project says that since 2004, when federal funding for the line was secured and construction began, there’s been $7 billion US in private and public investment along the length of the metro line.

A recent study from the Arizona State University’s School of Sustainability, which tracked land values in the areas near the line, found that land values near Tempe METRO stations, adjusted for inflation, went up an eye-popping 429 per cent.

Even in Phoenix’s volatile real estate market, the ASU study found vacant lots near Tempe METRO stations appreciated far more than comparable land in the region. http://www.edmontonjournal.com/business/Phoenix+suburb+swears+benefit+boulevar d/2314734/story.html

Excerpts: Kittrel attributes Tempe’s success to the city changing zoning codes early on to allow high density near the stations, something that Mesa and Phoenix lagged behind on.

“They (Tempe officials) were aggressive,” she said.

Larry Schmalz, a principal planner for Tempe, said the city changed its zoning to allow increased building height and density before light rail opening. The city had seen that those changes were successful in other cities where light rail was built.

The new Grigio Metro, referenced at right, is a recent residential development near the McClintock station. http://www.grigiometro.com

In the past year, Grigio Metro, a mixed retail and residential building, and studenthousing projects Campus Suites and The Vue have been built on the Apache corridor of light rail. Henry Morton, the developer and manager for Campus Suites, cited light rail, the zoning changes and assistance from Tempe’s development and community services as key reasons why he chose to build Campus Suites near Apache Boulevard and McClintock Drive. “They showed us from the very beginning what they wanted to do on Apache with light rail and they’ve kept their promise,” he said.

Greg Lee, an ASU student who lives in Campus Suites, said he chose to live in the development because using the light rail would save him money. “I love it here. I walk out my door and just get right on light rail and get right off at school.” http://www.azcentral.com/business/news/articles/2009/11/20/20091120tr-lightraildevelopment1120-CP.html

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Vallejo Waterfront Planned Development Master Plan and Design Guidelines

Vallejo, California Callahan/DeSilva Vallejo

Lead Consultant 2004 - 2007

Project Description The Vallejo Waterfront includes several large, underutilized properties located along Mare Island Strait in and around Vallejo’s Downtown, totaling 125 acres. Callahan/DeSilva Vallejo (CDV) hired Community Design + Architecture to prepare design guidelines for the waterfront’s three districts, to provide the public with more certainty regarding the character and quality of future development. The guidelines improve upon previous plans for the waterfront’s streets and public spaces. All of the districts include a mix of uses, yet each varies in terms of character and intensity of development.

The Central Waterfront is located between Downtown Vallejo and the Vallejo Ferry Terminal, and will create transit-oriented development with an intensive mix of residential, commercial, and civic uses. The guidelines define a strong urban character for the area’s public realm of streets, plazas, and parks providing multiple paths for pedestrians to move between the waterfront and downtown. The building design guidelines provide a high level of flexibility for the location of specific uses, but ensure that development contributes to the public realm and takes full advantage of the dramatic views of the Strait and the direct relationship with downtown Vallejo.

The Northern Waterfront is largely built-out with a marina and related commercial uses. New development includes two new public parks and a residential neighborhood consisting of townhomes arranged around a restored wetland park. In this area, CD+A focused on the waterfront promenade, which unifies the entire waterfront and provides connections with adjacent open spaces and to Mare Island Causeway, another major growth area in the City.

The Southern Waterfront includes a relocated post office, a refurbished boat launch, a small mixed-use building, area for industrial research & development, and is anchored by a new residential neighborhood of up to 650 units. Marin Avenue extends from the downtown into the district and becomes a park-promenade street with 4- and 5-story residential buildings fronting it and dramatic views from porches and balconies across the park to the Strait.

Vallejo City Council adopted the guidelines, prepared by CD+A, along with the Master Plan in October 2005. In response to concerns from a local Vallejo community group, the City and CDV entered into a settlement agreement with the group.

CD+A worked with CDV, the city, and the group to refine the Master Plan and Guidelines to address the group’s concerns while maintaining development feasibility and the urban design goals of the original Master Plan. The revised guidelines and Master Plan were then re-adopted by the City Council in 2007.

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Bus Transfer Center Crosswalk with Special Paving

SANTA CLARA STREET

PASEO DRIVE

Parking Garage Entry Feature

Special Paving on Turn Around Plaza

Fire Truck Turn Around

Elevator Views

Stairs Down to Mare Island Way

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Lobby Entry Entries to Lower Level Units

Landscaped Greens and Plazas Designed to Allow Emergency Vehicle Access

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Guidelines for Improvements in the Public Realm

Entries to Lower Level Units

Short Term Parking

View of Residential Coutryard

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Concept diagrams of improvements for future paseo through Vallejo station

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Crosswalk to Ferry Plaza

Proposed cross-section of Mare Island way at Vallejo station

Proposed path connection between Mare Island causeway and trail

Vallejo Waterfront Parks and Open Space Framework Diagram

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Guidelines for Improvements in Urban Areas

Axonometric Concept for Residential Use

Massing and Articulation Diagram for Residential Neighborhood RES.

RES.

RES.

NUMBER OF STEPS DEPENDS ON TOPOGRAPHY

RES.

Axonometric Concept for Mixed-Use Development

6”

CURB

13’ LANDSCAPED SETBACK/STOOPS

0

5

10

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6’

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TREE IN GRATE

20

New Section 3 Capitol St. Flipped

Diagram and Example of Residential Frontage in Urban Setting

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An understanding of regional context is reflected in Community Design + Architecture’s design and planning philosophy. The region sets the economic, environmental, cultural, governmental, and design context for all scales of community planning and architecture.

Regional planning creates opportunities to define policies and planning recommendations that can: ■ enhance the linkage between land use and transportation to maximize the effectiveness of investment in public transportation systems and minimize adverse impacts of growth; ■ set a path for sustainable growth taking into account the potential for appropriate new and infill development, preservation of valuable habitat, recreational use of open space, and agricultural and other economic use of land; and, ■ create a context for cooperation among local governments to implement regional policies and avoid unhealthy competition.

Community Design + Architecture has worked on regional planning efforts for a variety of clients, including: regional governments and agencies, an ad-hoc bi-county committee of elected officials, countywide regional agencies, and a non-profit regional advocacy group.

All of these projects required a different approach, but they have all been based in an understanding of regional economics, environmental conditions, transportation systems, local planning policies, and the values of the regions’ citizens.

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MTC TOD Policy Implementation Support

Sonoma County Marin County Metropolitan Transportation Commission

Consultant 2005 - Present

Project Description This project involves two distinct and related components: (1) an evaluation of the Metropolitan Transportation Commission (MTC) Transit Oriented Development policy for transit expansion projects in the San Francisco Bay Area; and (2) ongoing technical assistance for Bay Area communities currently completing a pilot cycle of Station Area Planning grants to implement the TOD policy.

Community Design + Architecture is leading an assessment of station area development capacity in the Sonoma-Marin Area Rail Transit (SMART) corridor north of San Francisco. The MTC TOD policy conditions the release of discretionary capital funds on demonstrated compliance with corridor-wide thresholds for housing units within 1/2 mile of the planned stations. CD+A principal Timothy Rood, while with Calthorpe Associates, worked with Reconnecting America’s Center for Transit-Oriented Development to develop the adopted thresholds through case studies in several transit corridors, as part of the original TOD policy development for MTC. The capacity assessments developed by CD+A are being used to establish a baseline for future assessments and to evaluate the TOD policy and recommend potential modifications.

The capacity assessment evaluated three alternative scenarios that vary in terms of aggressiveness towards opportunity sites and potential development densities, working with local jurisdictions as well as the Sonoma County Transportation Authority, the Transportation Authority of Marin, and SMART. CD+A will also be providing ongoing technical assistance to local jurisdictions completing Station Area Plans in a pilot cycle of funding to assist corridors to meet the TOD Policy thresholds. Technical assistance will be based on needs identified by the jurisdictions throughout their planning process and may range from workshops on land use policies to best practice information on multi-modal street design.

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Vision Los Angeles

Los Angeles County Los Angeles Economic Development Corporation and the Environmental Defense Fund

Subconsultant to Fehr & Peers 2009 - Present

Project Description Vision Los Angeles is an ambitious effort on the part of the Los Angeles Economic Development Corporation and the Environmental Defense Fund to advance a regional vision for enhanced mobility, economic development and environmental quality by working with public, private and non-profit partners to develop and implement a Strategic Transportation Plan for Los Angeles County. The Vision Los Angeles Strategic Plan for mobility will bring the full range of regional, local, business and environmental stakeholders to the table to help shape regional infrastructure funding into more efficient and sustainable forms.

CD+A was asked to facilitate a subregional transportation and land use visioning workshop for the Vision Los Angeles Advisory Committee, which consists of stakeholders from the business, environmental, and local government communities.

The workshop is using the Westside Cities and Gateway Cities subregions as test cases. CD+A, as a subconsultant to Fehr & Peers Associates, has prepared a highly interactive and high-level map-based visioning exercise to allow stakeholders to identify and prioritize regional and local-scale transportation and mobility improvements, as well as supportive land use and development, as they create a vision for access and mobility at the subregional level. Workshop materials include base maps and development types updated from the Southern California Association of Government’s Compass Blueprint project, a menu of transportation and mobility enhancements, and background on pending transportation and planning projects and planning and transportation-related greenhouse gas-reduction strategies and policies.

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Places29 Albemarle Northern Neighborhoods Framework Plan

Albemarle County,Virginia Thomas Jefferson Planning District Commission (Regional MPO) Virginia Department of Transportation

Lead Consultant 2004 - 2009

Project Description Places29 is a major planning effort to address transportation and land use issues in Albemarle County’s 9,000-acre Northern Development Areas. The project area straddles an eleven-mile stretch of US 29, and includes disconnected shopping centers and strip commercial properties, large tracts of suburban residential development, and sizable sections of vacant land.

CD+A was responsible for the project’s land use and urban design work and completed a comprehensive set of form-based urban design guidelines and land use “Place-Type” matrices to organize and communicate guidance for the development of walkable, Smart Growth neighborhoods and mixed use districts; including the concept of creating “employment neighborhoods” that place employment uses around walkable mixed use centers. The planning effort builds from the County’s Neighborhood Model, a Transect- and form-based comprehensive code for development throughout the County. These form-based guidelines encourage an urban form and multi-modal circulation network that requires new neighborhoods to be organized around a range of walkable, mixed use centers, and supports balanced mobility for pedestrians, bicycles, and vehicular traffic.

CD+A also proposed several redevelopment scenarios for short and long-term changes to existing auto-oriented uses. These form-based scenarios helped to illustrate the benefits of mixed-use, walkable growth over continued suburban development, showing phased, mixed-use redevelopment strategies for local properties.

The project included a major public outreach component, facilitated by CD+A. Events featured open houses, hands-on workshops, and stakeholder focus groups, as well as working sessions with agency staff, Planning Commission, and the Board of Supervisors.

The final Master Plan includes a Framework Map that illustrates future land use patterns, center locations, and roadway networks. Street cross sections, design guidelines, and an implementation plan have also been developed. County staff has been going through the hearings process with the Planning Commission and Board of Supervisors with the goal of achieving adoption of the Final Framework Master Plan in 2010.

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Form-Based Design Guidelines

Form-based design guidance showing existing auto-oriented uses, followed by three phases of infill development that creates a walkable, pedestrian-friendly commercial mixed use environment.

Centers Definition

Uptown

Centers are focal points or core areas around which development is organized Neighborhood Service

Community

Destination

A special, unique area Uptown

Areas Around Centers Land uses organized around a Center and located within a one-quarter mile walking distance of this core area.

Mixed Use

Employment

Residential

Diagram

Summary Description

A Neighborhood Service Center is a cluster of mixed use buildings with:

A Community Center is a retail/service mixed-use center that:

v Neighborhood-serving retail/service uses on the first floor

v Is typically anchored by a grocery store

v Residential or office on second floor

v The mix of uses should serve the type of neighborhood around the Center: mixed use, employment, or residential

v An (optional) urban open space located adjacent to the mixed-use buildings

v Is designed with multiple connections to surrounding areas

v Contains additional retail/service, commercial, and other uses, as well as residential uses that give it a mixed-use character

v Is designed with multiple connections to surrounding areas

v Is visible and accessible from a major road

v Includes an urban open space and an optional recreational or civic facility

A Destination Center is a mixed-use center that: v Is anchored by commercial uses, including a range of retail, entertainment, service, and employment uses that draw from the larger region

v Includes residential uses on upper floor(s)

v Is designed with multiple connections to surrounding residential and employment areas

v Is visible and accessible from major roads, including US 29

v Includes an urban open space and recreational or civic facility

The Uptown is a special mixeduse area that: v Is the most urban portion of the Places29 area

v It is considered both a Center and a Neighborhood

v Includes a broad range of employment and residential uses and activities in a mixeduse environment

v Includes some convenience retail with some stores offering clothing and household goods

v Includes an urban open space or public square as well as a significant recreational or civic facility

v Functions as a large-scale Center serving a large part of the County and the region v May be larger than some Neighborhoods and have multiple focal points.

A Mixed Use Area:

An Employment Area:

A Residential Area:

v Has a range of single-use and mixed-use buildings that include housing on upper floors

v May already exist or may be created in the future

v May already exist or may be created in the future

v May extend beyond the boundary of the 1/4 to 1/2 mile walking area outside of the Center it is organized around

v Has a Center that is more fully integrated into the surrounding mix of uses than is the case with other types of neighborhoods v Together with its Center, the mixed-use area forms a Mixed Use Neighborhood

v Has uses that are primarily employment organized around a Center

v The Center provides services and recreational opportunities for workers

v Together with its Center, the employment area forms an Employement Neighborhood

v Features residential buildings organized around a Center

v Residential building types range from singlefamily detached to townhomes and apartments

v Residential uses are located within 1/4 to 1/2 mile walking distance from the Center

v Residences have convenient pedestrian and bicycle connections to the Center

v Together with its Center, the residential area forms a Residential Neighborhood

Map Symbol

Form-based Place Type Matrix summarizes suggested land uses and urban design contexts for various portions of the plan area, which are keyed to an accompanying map.

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Neighborhood Place Types, Framework Plan & Heights Diagram

Place Type diagrams showing land use configurations for neighborhood centers surrounded by residential, commercial employment, and mixed uses.

Preferred Framework Map shows proposed land uses, the locations of Place Types, and the network of parallel transportation routes.

Mixed-Use Center

PLAN VIEW:

Mixed-Use Center

Mixed-Use Center

Conceptual Plan View

River

¼

M

ile

¼

M

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M

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Park

SECTION VIEW:

Community Center

Neighborhood Service Center

Uptown ND T6

ND T5 6 5 4 3 2 1

ND T5

ND T5

Number of Bldg. Stories

ND T4

ND T4

Conceptual Illustration of Building Heights across Blocks Intensity Gradient

ND T3

Diagram of conceptual cross section showing the heights of adjoining neighborhoods centers.

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Envision Utah Community Design Workshops

Wasatch Front, Utah Envision Utah

Project Manager (Calthorpe Associates) 1998 - 1999

Project Description As part of the initial outreach effort for Envision Utah, a pioneering regional visioning process aimed at keeping Utah beautiful, prosperous, and neighborly for future generations, Tim Rood led community workshops in six Utah communities while with Calthorpe Associates. As a neutral facilitator, Envision Utah brought together residents, elected officials, developers, conservationists, business leaders, and other interested parties to make informed decisions about how the region should grow.

Beginning with a site tour and stakeholder interviews, the Community Design Workshops included site-specific workshops customized to each community to produce “Quality Growth” concept plans for new and redeveloping neighborhoods in a variety of urban, suburban, and small-town settings along the Wasatch Front. The sites included new growth areas in Brigham City/Perry, Transit-Oriented Developments around planned light rail stations in Sandy/Midvale and Salt Lake City and the commuter rail station in Provo, and infill and redevelopment sites in West Valley City and Centerville. During each workshop, participants were given the opportunity to plan the future of the specified area of their city by placing chips representing their ideas for ideal future growth on a city map. Chips included a variety of choices, such as a broad range of open space designations, residential types, mixed-use buildings, employment centers, cultural and civic centers, and retail space.

For the third step in the Community Design Workshops, Mr. Rood took the input of each workshop and coalesced it into a single plan and design guidelines for that community, presented to stakeholders and participants in a final workshop. The final presentation of the workshops’ results was made to the last participating city in December 1999.

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Marin Transportation Planning and Land Use Solutions Program

County of Marin, California Transportation Agency of Marin

Lead Consultant 2003 - Present

Project Description The Transportation Authority of Marin (TAM) selected CD+A to lead a consultant team to support the Agency’s work on the Transportation Planning and Land Use Solutions Program (TPLUS), a planning program sponsored by the Metropolitan Transportation Commission (MTC), the Bay Area’s MPO. The TPLUS Program supports Bay Area counties and their local jurisdictions in developing locally-based solutions to issues that arise from poor linkages between transportation and land use planning. In Marin, segregated and spread-out land uses, a limited range of housing choices that poorly matches the income of the county’s workforce, and discontinuous networks of roads, sidewalks and bicycle paths, all combine to increase the number and distance of vehicle trips, the perception of omnipresent congestion, and reduced livability.

To address these challenges, the CD+A Team developed a program description and rules for a local version of MTC’s popular Transportation for Livable Communities Capital and Housing Incentive Programs, both of which support local efforts to implement pedestrian, bicycle, and transit-oriented transportation improvements. The CD+A Team worked with an Advisory Committee to develop the goals and policies of the project and outline the local challenges to address in a Pedestrian and Transit-oriented Design (PeD and TOD) implementation Toolkit for Marin County.

The Team’s recent work has included TAM staff support on the administration of the local housing and capital grant programs and finalization of the Toolkit, which was recently published online. The toolkit includes sections on TOD/PeD policies, the planning and design of multi-modal streets and circulation networks, land use choices and densities, and urban design.

The TOD and PeD approach reflects the fact that, at this time, transit service in the County is limited to local, commuter, and some high-frequency bus routes.

In the coming year, CD+A will lead outreach efforts including the organization of workshops throughout the county with local jurisdiction staffs to develop solutions to local challenges based on Toolkit resources. Additionally, CD+A will coordinate with on-going planning efforts, developers, and local advocacy groups to encourage the countywide adoption of the goals, policies, and designs developed in the Toolkit process.

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TOD and PeD for Small Towns

Parking tools, such as shared parking even for small communities, were an important focus for many cities

Traffic calming and the prevention of cutthrough traffic was a focus for many small towns and neighborhoods

Marix A: Place Types/Mobility Matrix 11/10/06 Transit Mobility Types (x) Multiple Transit High-Frequency Local/Secondary Services Bus/BRT Bus Service

Commute Service Place Type Characteristics

City

Highest Ped Activity

Examples "Downtown" Center (includes Large Employment Mixed-use, high density and Regional Retail Centers) residential and/or office Residential with sporadic local-serving Medium/High-Density Neighborhood (multi-family) retail

Mixed-Use Corridor

Town

Medium-Density Residential with Neighborhood (Townhomes, sporadic local-serving Small-lot single family) retail

Place Types (y)

Lowest Ped Activity

Village Rural

Fixed-route, commute-oriented terminal areas (1/2mile station areas)

Transfer stations and/or hubs (bus only?) (1/3-mile station areas)

15-minute headways max.

(1/4 to 1/3-mile station areas)

Potential Future Commuter Rail Stations

Larkspur Ferry Terminal; Tiburon Ferry Terminal; Sausalito Ferry Terminal

Downtown San Miracle Mile, San Rafael; Potential Rafael-San Novato and Marin Anselmo. East City centers Francisco, SR-Canal lots of examples

Express Bus

Peak and offPeak-hour service peak service (1/4- only (no discernable mile stop areas) station area)

No or Minimal Transit Service

No or minimal transit service.

Current: Local pickup areas. Future service could focus on Parkand-Rides. lots of examples

Downtown San Rafael; Downtown Novato Specific Plan

Neighborhoods around Downtown San Rafael Sir Francis Drake in San Residential w/local- and Anselmo, Bridgeway in community-serving retail Sausalito

Town Center (includes Small Employment Centers and Clusters of Mixed-use, high density Groceries & Services) residential and/or office

Local-Serving Commercial Corridor

Fixed-route heavy or light rail (1/2-mile station areas)

Midsized downtowns: San Anselmo, Mill Valley Periphery of many larger towns and cities, including San Rafael, San Anselmo, etc.

Residential w/local- and community-serving retail Miller Ave., Mill Valley

Mixed-use, medium density residential "Main Street" Village Center and/or office

Fairfax, downtown Tiburon

Low/Medium-Density Neighborhood (single-family Residential with detached—small and sporadic local-serving medium lots) retail

Lucas Valley, Terra Linda

The colored fields should be interpreted as a gradient along the arrow and not as finite groupings of place and mobility types.

Various hilltop highdensity residential pockets, such as Donahue Dr., Marin City; Eliseo Drive area, Larkspur

Suburban Corridor

Major roads passing between neighborhoods

Rural Center/ "Crossroads"

Small scale retail/mixeduse All West Marin towns.

Low/Rural Density Neighborhood (large lot single-family

Low-density residential

Ross, Sleepy Hollow, Bel Marin Keys, Peacock Gap

Rural corridor

Rural roads w/ little to no development

Most of West Marin

The Place Types/Mobility Matrix tracks the applicability of TOD/PeD concepts and tools based on land use intensity and transit/mobility amenities

Elements that create a pedestrian friendly-intersection

Low density and topography are challenges that can be overcome by giving pedestrians a “leg up”

Safe Routes to School tools are important to all communities

Tools focused on sensitivity to local context in both planning and design.

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SMART Station Concept Design and TOD/PeD Policy Framework

Sonoma and Marin Counties, California Sonoma-Marin Area Rail Transit (SMART)

Lead Consultant 2003 - Present

Project Description Starting in 2003, CD+A led a multi-disciplinary team in planning for commuter rail in Marin and Sonoma County, working with SMART in several capacities. In addition to developing conceptual site plans for ten new rail stations, the team prepared a Transit-Oriented Development and Pedestrian-Oriented Design Policy and Program Framework, and in developing and implementing a Joint Development Program. The TOD/PeD Framework enables SMART to work with local communities to undertake urban design, station access, and station area planning prior to system startup, in order to maximize the benefit of public investment in the SMART system.

As part of station concept planning, CD+A worked with SMART to integrate the stations into their surrounding environment to minimize negative impacts and link the rail platforms with bus service, park-and-ride facilities, and pedestrian and bicycle access, including a continuous multi-use path that will run the full length of the SMART system. The station planning process began with studies on station locations, land use and access context and constraints, and alternative design options. The analysis and designs were then presented to key stakeholders to get input and involve the community in decision-making.

The station concepts highlight potential Joint Development opportunities, and CD+A and Strategic Economics assisted SMART in pursuing specific Joint Development opportunities at several station locations. At the Downtown Santa Rosa Station, CD+A and SE worked with SMART and the City of Santa Rosa to select the potential development partner and then worked with SMART, Santa Rosa staff, the joint developer to refine the proposal and negotiate the joint development parameters. SMART and the developer signed a contract in the beginning of 2009 and the developer is working to secure funding and approvals to begin implementation.

In 2008 and 2009, CD+A worked with SMART on several station design efforts in Novato, Larkspur and Downtown Petaluma Station. These efforts have included developing access concepts for negotiation with adjacent property owners and coordinating station design with the design of the Calpark Multiuse Path and the Central Marin Ferry Connection path and overcrossing of Sir Francis Drake.

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Station Area Analysis and Concept Designs SMART Station Concept Design

Station Land Use & Access Studies

Station Concept Planning

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Novato Station Comparison SMART Station Programming

CD+A developed a report comparing the potential Atherton Road and Downtown Novato station sites for review by the SMART Real Estate Board.

The comparison studied the potential for various station facilities, including park & ride and transit transfer facilities; the potential for bicycle and pedestrian access, including walk distances; and, the potential access impact of alternative shuttle routes to major employers.The report also compared the potential stations sites’ land use patterns, including proximity to residential, employment, and commercial uses, projected ridership, and station visibility.

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Valley Metro PedestrianOriented Development (PeD) Guidelines

Phoenix Metropolitan Region, Arizona Valley Metro Regional Public Transit Authority

Subconsultant to SR Beard 1999 - 2001

Project Description As a subconsultant to SR Beard Associates, Community Design + Architecture prepared Pedestrian-oriented Design (PeD) Guidelines for the Valley of the Sun region as part of a larger transit system master planning project. The PeD document provides the Valley jurisdictions with model design standards and guidelines to encourage PeD throughout the region. Interest in the project was greater than originally expected given the region’s existing auto-dominated and low-density character.

The project began as a transit-oriented development guidelines effort, but the definition was expanded during the education and outreach phase of the project. Cities throughout the region, some of which did not have frequent transit service at the time, expressed significant interest in creating pedestrian-supportive environments in their communities. PeD is a set of planning, urban design, transportation, and development practices that will result in an environment that supports peoples’ choice to walk as a mode of transportation as well as recreation.

The project included a site-specific case study for an urban corridor in Tempe. CD+A conducted a community workshop to develop three-dimensional models of development alternatives along the street. The concepts were used to illustrate issues in the PeD document. A draft of the PeD guidelines was also used in an EPA sponsored design competition. and teams developed urban design concepts for sites that were identified throughout the region. Several winning concepts became the starting point for implementing their recommendations.

The PeD document begins with a description of general PeD concepts and their benefits, and a “PeD Primer” on land use and transportation planning to assist readers in understanding their built environment. Two sections of the PeD standards and guidelines first outline larger issues of transportation systems planning and the land use structure of communities, districts, corridors, and neighborhoods, then provide standards and guidelines for site design and the detailed design of streets and buildings.

The PeD Guidelines received a Transportation Planning Excellence Award for 2004 within the larger Comprehensive Program on Transit Supportive Land Use being administered by Valley Metro Rail. The award is sponsored by the Federal Highway Administration and the Federal Transit Administration, and co-sponsored by the American Planning Association.

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Development of Pedestrian Guidelines Existing Conditions Valley Metro Pedestrian-Oriented Guidelines

Soundwalls can create a hostile environment for pedestrians—Phoenix

Excessive curb-cuts—Phoenix

An isolated wait at a transit stop—Scottsdale

Pedestrian-friendly sidewalks in Glendale

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Development of Pedestrian Guidelines—Design Solutions Valley Metro Pedestrian-Oriented Guidelines

A pedestrian-friendly sidewalk in Phoenix

“Linear” development pattern

“Nodal” development pattern

“Mid-block”

“Full corner”

Multi-way boulevard configuration

“Half corner”

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SANDAG PedestrianOriented Development (PeD) Guidelines

San Diego Region, California San Diego Association of Governments (SANDAG)

Lead Consultant 2001- 2002

Project Description CD+A was selected by the San Diego Association of Governments to develop a set of model pedestrian-design guidelines for the San Diego region. The document provides a coherent set of guidelines for creating an environment conducive to walking that local communities can adopt and tailor for their specific conditions. The guidelines begin with defining the land use and transportation relationships that are the context for a safe and efficient pedestrian environment. The guidelines then focus attention on the design of the entire street right-of-way balancing the needs of motorized traffic and bicyclists with those of the pedestrian. Finally, recommendations for the detail design of the “pedestrian realm” are presented identifying appropriate dimensions, amenities, lighting, etc. and the design of the buildings fronting the pedestrian path.

Because it is desirable for the pedestrian and street network to be integrated whenever feasible, the characteristics of the street or streets that form our communities and neighborhoods must be understood. The guidelines provides a straight-forward methodology for linking a design intervention with a street type based on traffic volume, speed, adjacent land use, etc. The document also provides a “vocabulary” for identifying predominant characteristics of streets that are more subjective in nature and introducing an applicable strategy for improving the pedestrian environment.

The guidelines are intended to be used for multiple purposes and a wide range of users. Local pedestrian coordinators, planners, and traffic engineers can customize and integrate the guidelines with local level pedestrian plans, policies, ordinances, regulations and street design guidelines. The guidelines can also be used by a developer who is interested in creating a project that is pedestrian-friendly. Alternatively, they can be used by a neighborhood to advocate for pedestrian-oriented improvements in their neighborhood. Transit agencies will want to use the guidelines as a basis for planning access improvements to transit facilities and working with local jurisdictions to establish overlay districts around existing and proposed station areas.

Finally, compliance with the guidelines could be a scoring criteria for establishing priorities for funding capital improvements projects. The project won a National Award for Technical Merit in Metropolitan Transportation Planning from the Association of Metropolitan Planning Organizations, and a Pedestrian Projects Award from the Institute of Transportation Engineers in 2003.

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Pedestrian-Oriented Guidelines SANDAG Pedestrian-Oriented Development (PeD) Guidelines

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B

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J G

I H

A. Pedestrian bulb-outs B. Wheelchair access ramps C. Pedestrian refuge islands D. Curb radii no greater than 15’ E. Special paving in crosswalks F. Benches and other amenities G. Pedestrian-scale lighting H. 10’-6” travel lanes I. Building articulation J. Street trees K. Accessible transit stops

A. Pede B. Whee C. Pede D. Curb E. Spec F. Bench G. Pede H. 10'6" I. Build J. Stree K. Acce

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VTA Pedestrian Technical Guidelines

Santa Clara Valley, California Santa Clara Valley Transportation Authority (VTA)

Lead Consultant 2002 - 2003

Project Description The Santa Clara Valley Transportation Authority (VTA) selected CD+A to develop pedestrian technical guidelines for Santa Clara County. The guidelines complement VTA’s Manual of Best Practices for Integrating Transportation and Land Use that addresses the multi-faceted relationship between transportation and land use. The VTA Pedestrian Technical Guidelines steer and support the capabilities of local governments, citizen groups, and the real estate development industry to address pedestrian concerns in the design of streets, sidewalks, buildings, and open space.

The VTA document builds on CD+A’s experience in providing guidelines for the promotion of walking as a transportation mode established by the development of Pedestrian-oriented Design (PeD) Guidelines for the Phoenix Region in Arizona intended to support the creation of pedestrian-oriented environments within existing and developing districts along future transit corridors. CD+A also prepared a set of PeD Guidelines for SANDAG, the MPO in the San Diego California Region, which just won the National Award for Technical Merit in Metropolitan Transportation Planning from the Association of Metropolitan Planning Organizations. The City of San Diego used the guidelines to develop standards for the pedestrian realm of the city’s new street design standards.

The VTA guidelines were developed to address four guiding concepts: give pedestrians more comfortable and interesting walking space; protect pedestrians from traffic; create great outdoor spaces; and shorten walking distances. Within each of these concepts, the guidelines focus on five major categories: the integration of the “pedestrian realm” into a truly multi-use right-of-way; design of effective and safe intersections and street crossings; detail design of the pedestrian realm both within, and separate from, the roadway network; pedestrian access to transit facilities; and site and building design including parking lot and open space design. The VTA guidelines particularly expand on issues related to the integration of transit (light rail, BRT, and standard bus service) into a seamless pedestrian-supportive environment. The guidelines are also compliant with the most up-to-date ADA regulations.

The VTA guidelines were developed through an intensive process of work with an advisory committee including: electedofficials, city transportation staff, and pedestrian advocates from the region. In addition, VTA technical design staff from the Transit Division was involved in developing the guidelines for improved pedestrian access to transit.

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Pedestrian Technical Guidelines VTA Pedestrian Technical Guidelines Distance can be shortened if bulbout installed

20' min. parking setback

25'

50'

10' Detectable Warning Surface 24' width

15'

6'

Wider turning radii increase crossing distance

Tree grate or lawn

40' radius (not preferred)

Extent of structural soil mix

25' radius (for transit vehicles)

15' radius or less (no large vehicles)

Operational Characteristics

Neighborhood Streets

Volume (vehicles per day) Typical Speed (mph) Adjacent Land Uses

Minor Residential

Major Residential

< 2000 15-25 Residential

District/Downtown Streets

Corridor Streets

Mixed Use Street

Main Street

R&D Office Park/ Industrial Street

Community Street

Regional Street

Commercial Street

Urban Roads

2000-8000

<10,000

9,000 -15,000

varies

7000 - 15,000 +

20,000 +

15,000 +

15,000 +

25

25

25

15-30

25 - 40

30 +

30-35

35-40

Mixed Use

â&#x20AC;&#x153;Highest Intensityâ&#x20AC;?

Mixed Use

Office/Indstrial

Mixed Use or Residential

varies

Low Ped Intensive Uses

Residential

Mixed Use

Appropriate Design Measures Special Crosswalk Markings Overhead Signage Bulbouts Midblock Crossings Refuge Islands Pedestrian Corrals In-Pavement Lights Modern Roundabouts Over/Underpasses

Pedestrian Crossing Enhancement Guidelines Matrix Most Appropriate

Moderately Appropriate

May be appropriate with mitigating circumstances

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Pedestrian Realm Designed for Model Street Types VTA Pedestrian Technical Guidelines

CL

Travel 11'

Bike Parking 5' 7'-8'

Pedestrian Realm 13'

36' (72' Total ROW) Edge Zone 1'6"

Furnishings Throughway Frontage Zone Zone Zone 5' 1'6" 5'

VTA Pedestrian Technical Guidelines

C. Corridor Street Types Community Streets

Mixed-Use Street

Figures 2.23: Pedestrian Realm for Community Streets

Table 2.5: Community Streets Corridor Streets

Operational Characteristics

Community Street

Design Parameters

Minor Residential Street

Community Streets are arterials that connect neighborhoods with major destinations such as downtowns, retail areas, and entertainment centers. They serve double-duty, both moving traffic and providing often-visited public space.

Community Streets are generally 2 to 4 lanes and balance multi-modal functions, on-street parking, local access and a high level of street connectivity. The Community Street is potentially an important gathering place for the neighborhoods through which it runs and therefore requires a generous pedestrian realm to accommodate amenities. Medians providing pedestrian refuge are important on Community Streets due to the higher traffic speed and volume. The pedestrian realm should be increased proportionally to the speed of the traffic. The â&#x20AC;&#x153;Traffic Context Factorâ&#x20AC;? (TCF) reccomends a one foot increase in the pedestrian realm for every 5 mph increment increase over 30 mph.

Design guidelines are classified by street-type.

Volume (vehicles per day) Typical Speed (mph) Adjacent Land Uses Number of Lanes Overall R.O.W. Width Lane Width On-street Parking Pedestrian Realm Width

7000 - 15,000 + 25 - 40 Mixed Use or Residential 3-4 1203 + 113 yes 153 min + TCF

Figures 2.24: Pedestrian Realm for Community Streets (transit configuration)

Multi-Use Street and Pedestrian Realm Design

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Smart Growth Twin Cities

Twin Cities, Minnesota Twin Cities Metropolitan Council

Principal-in-Charge (Calthorpe Associates) 2000 - 2002

Project Description Timothy Rood was Principal-in-Charge of this innovative regional planning project, Smart Growth Twin Cities (SGTC), while at Calthorpe Associates. The project was initiated by the Twin Cities Metropolitan Council, a nationally unique governmental body in the seven-county area surrounding Minnesota’s Twin Cities of Minneapolis and St. Paul. The Council’s responsibilities include operating regional systems such as transit, wastewater treatment, housing and redevelopment, parks and trails, and long-range planning for regional transportation systems and future growth.

With the SGTC process, the Twin Cities region took steps to coordinate land use and transportation planning with public input to preserve the region’s unique quality of life. The process incorporated extensive input from public workshops, local officials and comprehensive plans, business associations and regional transportation policy, creating three alternative development Scenarios for the Twin Cities Region. Each alternative future illustrates a distinct way for the Twin Cities to grow.

The land use variations in each Scenario have different implications with respect to regional housing diversity, transportation choice, air quality, public infrastructure costs, agriculture and environmental preservation.

A Current Plans Scenario based on local comprehensive plans accommodated most new growth in auto-oriented commercial areas and low-density, single-family residential development. Significant proportions of prime agricultural land and sensitive environmental areas were developed in the Current Plans Scenario. Two alternative scenarios based on input from a series of workshops balanced more compact, auto-oriented development with a greater amount of development that is walkable, particularly along the Twin Cities’ planned 2025 Transit Network and on underutilized land in existing urban centers. These scenarios provided greater housing choice than the Current Plans Scenario, reduced traffic congestion, and preserved much more agricultural and environmentally sensitive land.

The SGTC process addressed both region-wide and local planning. At the community level, six “opportunity sites” located around the region developed models of walkable, mixed-use neighborhoods with parks and open space, as well as transit options. Through a series of public workshops with local stakeholders to develop options and identify a preferred option, detailed site plans, designs and implementation strategies for each site were developed based on local as well as regional considerations. Several of the opportunity sites, including Ramsey Town Center and The Heights of Chaska, are currently being developed.