HomeMy WebLinkAbout#3 Downtown Specific Planti~
. ~~
„ '
~~ //,
/~
CITY CLERK
F,,e ~ ^ooo-oo
AGENDA STATEMENT
CITY COUNCIL AND PLANNING COMMISSION STUDY SESSION
MEETING DATE: June 3, 2009
SUBJECT: STUDY SESSION: PA 07-036: Downtown Dublin Specific Plan
Report Prepared by Jeff Baker, Acting Planning Manager and
Martha Aja, Assistant Planner
ATTACHMENTS:
1. Opportunities, Issues and Strategies Report
RECOMMENDATION: ~ Receive the presentation and provide Staff and the Consultant with
input and feedback regarding the Opportunities, Issues and
~9 ~ Strategies Report and the preparation of the Downtown Dublin
Specific Plan.
FINANCIAL STATEMENT: Funds have been allocated in the Fiscal Year 2008/2009 budget to
prepare the Downtown Dublin Specific Plan.
PROJECT DESCRIPTION:
The City Council Goals and Objectives identified the preparation of a comprehensive Downtown Dublin
Specific Plan as a high priority goal. In June 2007, the City Council approved a Consulting Services
Agreement with RBF Consulting/Urban Design Studio (RBF/UDS) for the preparation of a Downtown
Dublin Specific Plan. The Specific Plan is envisioned to encompass the area currently comprised of the
following five existing Specific Plans (see Figure 1 below):
1) Downtown Core Specific Plan;
2) Dublin Downtown Specific Plan;
3) San Ramon Road Specific Plan;
4) West Dublin BART Specific Plan; and
5) Village Parkway Specific Plan.
COPY TO: Consultant
Page 1 of 4
ITEM NO. ~•
G: IPA#12007107-036 Downtown Dublin Specific P1anlCiry Councillccsr 6.3.09 CC PC Study Session.doc
Figure 1. Existing Specific Plans
The preparation of the new comprehensive Specific Plan includes: identification of the Specific Plan
Study Area boundary; a review of the existing setting; anopportunities/constraints analysis; preparation of
a land use plan, including an evaluation of land uses and densities; preparation of the Specific Plan and
Design Guidelines; and environmental review in accordance with the California Environmental Quality
Act (CEQA).
Review of Existing Setting and Public Outreach
A joint Study Session with the City Council and Planning Commission was held in August of 2007 to
initiate preparation of the Downtown Dublin Specific Plan. During this Study Session the City Council
refined the boundaries of the Specific Plan Study Area as shown in Figure 2 below.
2 of 4
Figure 2. Proposed Specific Plan Boundary
Following the Study Session, a review of the existing setting for the Specific Plan area was completed in
late 2007. In the winter of 2007/2008 Staff and RBF/UDS conducted a number of public outreach efforts
to solicit input from stakeholders and other interested persons on the preparation of the Downtown Dublin
Specific Plan. These outreach efforts included an online survey, a series of walking tours through the
Specific Plan area, and an evening workshop. Outreach regarding the survey included placing a flyer in
water bills to notify residents about the on-line survey, placing an advertisement in the Parks and
Community Services Activity Guide that is mailed to Dublin residents, and a television advertisement
which ran on the local community channel, TV 30. Over 300 people participated in the online survey.
Staff and RBF/UDS also conducted one-on-one interviews with property owners in the Specific Plan area.
These outreach efforts provided residents, property owners, and business owners with an opportunity to
share their ideas while helping to shape the future of Downtown Dublin.
Environmental Impact Report
The City of Dublin was awarded a Station Area Planning Grant in the amount of $200,000 from the
Metropolitan Transportation Commission for the preparation of the Environmental Impact Report for the
Downtown Dublin Specific Plan. The City is required to make a 20% match of local funds, up to $40,000.
The City is currently working with the Metropolitan Transportation Commission on the terms of the Final
Funding agreement for the grant. In accordance with the terms and conditions of the grant, the City issued
a Request for Proposals and is negotiating with a consultant team to prepare the Environmental Impact
Report. A Consulting Services Agreement for the Environmental Consultant will be brought forward to
the City Council for authorization once the Funding Agreement has been executed and the prospective
environmental consultant has been selected.
Opportunities and Constraints Analysis and Economic Analysis
A Draft Opportunities, Issues and Strategies Report (Attachment 1) has been prepared to identify areas of
strength to capitalize on in the Specific Plan area and opportunities to generate positive fiscal impacts to
the City. A number of background studies including: a Traffic and Transportation Analysis; Infrastructure
Analysis; and a Market Analysis were completed to assist in the preparation of an Opportunities, Issues
and Strategies Report. The Report describes the preliminary opportunities, issues and strategies related to
the potential infill opportunities and revitalization of the Specific Plan area. The Opportunities, Issues and
Strategies Report will be presented to the City Council and Planning Commission at the Study Session.
ANALYSIS:
The Opportunities, Issues and Strategies Report (Attachment 1) includes Chapters regarding the Land
Use and Regulatory Context, Urban Design and Community Character, Circulation and Parking,
Infrastructure and Services, Economics, and Guiding Principles. The term "redevelopment" is used in the
Opportunities, Issues and Strategies Report in the context of new construction and revitalization by
property owners of sites that have existing development rather than in terms of the formation of a
redevelopment agency.
The following is a brief description of each Chapter of the Report.
^ Land Use & Regulatory Context: Describes existing land uses and current and proposed
development, as well as the regulatory setting including General Plan and zoning designations and
existing Specific Plans relevant to the Study Area.
^ Community Character: Describes the physical character of the Study Area including
development patterns, building character, and streetscape character.
^ Circulation & Parking: Describes the circulation and parking conditions, intersection levels of
service, travel lanes, pedestrian and bicycle facilities and transit services within the Study Area.
^ Infrastructure & Services: Describes the existing public infrastructure including water, sewer
and storm water facilities within the Study Area.
3 of 4
Economic Analysis: Provides a demographic profile of Dublin and describes the existing and
projected market conditions in the Study Area for retail, hotel, residential and office uses. The
economic analysis was prepared using market data for the entire City that was applied to the
downtown area.
Guiding Principles: Identifies a set of Guiding Principles that will be used to provide a
framework and direction for the future Downtown Dublin Specific Plan.
The Opportunities, Issues and Strategies Report is in draft form. Staff and the consultant team are
continuing to make refinements to this Report.
The team from RBF/UDS will lead the City Council and Planning Commission in a discussion of the key
findings contained in the Opportunities, Issues and Strategies Report. The Study Session will provide the
City Council and Planning Commission with opportunities to provide input and feedback regarding the
Report. The Study Session will also include an interactive exercise that is designed to provide the City
Council and Planning Commission with the opportunity to identify Guiding Principles that they value the
most. The Guiding Principles that are valued most will be used to provide a framework and direction for
the future Specific Plan.
Next Steps
Staff and RBF/UDS will use the information obtained at the Study Session to prepare the draft Land Use
Plan and the Specific Plan document itself. The draft Land Use Plan will be presented to the City Council
in the fall of 2009 for direction and feedback. The draft Land Use Plan will be incorporated into the draft
Specific Plan document. The environmental review of the Specific Plan will occur concurrently with the
preparation of the Specific Plan. A number of public outreach efforts will be conducted to present the
draft Specific Plan including a public workshop, joint City Council/Planning Commission Study Session,
and Public Hearings with the Planning Commission and City Council.
RECOMMENDATION:
Staff recommends that the City Council and Planning Commission receive the presentation and provide
Staff and the Consultant with input and feedback regarding the Opportunities, Issues and Strategies Report
and the preparation of the Downtown Dublin Specific Plan.
4 of 4
~_
..~ 1
-~ - ~' ~
~~
N
~ '
Z
A
~i
o
~•~''m
r
s
~I
1•
1
( ..~----
~~ a ~ i~
T
it
t'
~ l
~ntown
0
q
.~J~ A~rFt
Opportunities, Issues
and Strategies Report
~~ ~Y 1 Y~~i
t
her ~ ~0
a, -~ ~_ i
coHauunwo ~\~.t //~.
~~ Iti 7R~~n
l~~~
Specific Plan
~-3-t~~ ~3
May 2009
ATTACHMENT 1
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
Table of Contents
Z~ ~~
1 INTRODUCTION ...................................................................................................5
1,1 Project Scope and Objectives ....................................................................................................... 5
1,2 The Study Area Setting ................................................................................................................. 5
1.3 Report Organization ...................................................................................................................... 6
2 LAND USE & REGULATORY CONTEXT ............................................................7
2.1 Existing Land Use .......................................................................................................................... 7
2.2 Proposed Development Sites ........................................................................................................ 7
2.3 Dublin General Plan ...................................................................................................................... 8
2.4 Existing Specific Plans .................................................................................................................. 9
2.5 Conclusions ..................................................................................................................................13
3 URBAN DESIGN ~ COMMUNITY CHARACTER ..............................................15
3.1 Development Patterns ..................................................................................................................15
3.2 Building Character ........................................................................................................................17
3.3 Streetscape Character ..................................................................................................................18
3.4 Conclusions ..................................................................................................................................18
4 CIRCULATION & PARKING ..............................................................................20
4.1 Existing Street Network ................................................................................................................ 20
4.2 Level of Service ............................................................................................................................ 21
4.3 Parking ......................................................................................................................................... 22
4.4 Pedestrian & Bicycle Circulation ................................................................................................... 23
4,5 Transit Service ............................................................................................................................. 24
4.6 Conclusions .................................................................................................................................. 24
5 INFRASTRUCTURE & SERVICES ....................................................................26
5.1 Water ..................................................... .......................................................................................26
5.2 Sewer .................................................... .......................................................................................26
5,3 Storm Water .......................................... .......................................................................................27
5,4 Conclusions ........................................... .......................................................................................27
5/22/2009 Page 1
CONBLI LTINp
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
3~ ~~7
6 ECONOMIC ANALYSIS .....................................................................................28
6.1 Demographics ..............................................................................................................................29
6.2 Retail ............................................................................................................................................29
6.3 Hotel .............................................................................................................................................31
6.4 Residential ....................................................................................................................................31
6.5 Mixed-Residential .........................................................................................................................32
6.6 Office ............................................................................................................................................32
6.7 Mixed-Use (TOD's) .......................................................................................................................33
7 GUIDING PRINCIPLES ......................................................................................34
7.1 Downtown Dublin Guiding Principles ............................................................................................34
7.2 Retail District Guiding Principles ..................................................................................................35
7.3 Transit-Oriented District Guiding Principles ..................................................................................35
7,4 Village Parkway District Guiding Principles ..................................................................................36
si22i2oos
Page 2
CON9ULTINO
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
List of Figures
1-1 Study Area
1-2 Parcel Map
1-3 Existing Specific Planning Boundaries
2-1 General Plan Land Use Designations
2-2 Current Zoning
3-1 Block Structure
3-2 Parcel Sizes
3-3 Building Footprints
3-4: No-Build Easements in Retail Core District
4-1 Vehicular Circulation
4-2 Off-Street Parking
4-3 Pedestrian Circulation
4-4 Bicycle Circulation
4-5 Transit Routes
5-1 Potable Water System
5-2 Sanitary Sewer System
5-3 Storm Drain System
5-4 FEMA Flood Zone
6-1 Vacant Buildings
7-1 Downtown Dublin Specific Plan Districts
List of Tables
2-1 Downtown Core Specific Plan Maximum Economic Development Potential
2-2 West Dublin BART Specific Plan Maximum Economic Development Potential
2-3 Summary of Maximum Economic Development Potential
2-4 Non-Residential Development Since 2000
4-1 Level of Service for Study Area Intersections
4-2 City of Dublin Parking Standards for the Study Area
5-1 City of Dublin Parking Requirements
6-1 Summary of Projected Market Demand
6-2 Major Vacancies in Downtown Dublin
`'C ~ '°~
5/22/2009 Page 3
coHau~nNa
Downtown Dublin Specific Plan ~ m '~~
Opportunities, Issues, and Strategies Report vo
Executive Summary
Downtowns, in their traditional sense, can be characterized as a focal point of a city that
accommodates a variety ofpedestrian-oriented uses and activities. Downtowns are first and
foremost walkable. They also need to be safe, clean, and incorporate design features in the
architecture and streetscape that is inviting and pleasant. They should also incorporate
landscaping and public spaces that encourage users to move about freely and comfortably.
At present, the Study Area largely functions as a regional retail area comprised of a number of
large-format discount "power centers" with ancillary smaller specialty retail sales and services.
These discount retailers (Target, Ross, Marshalls, etc.) represent a unique niche in the regional
marketplace and attract patrons from the entire Tri-Valley region.
The Study Area faces many considerable challenges in trying to create apedestrian-friendly
downtown environment. The very large block sizes, wide and busy roadways, large building
footprints, and expansive parking lots creates an environment that is dominated by automobiles.
Reconfiguration of the existing built form would be a lengthy and very costly project and would
likely result in a significant interim reduction in sales and tax revenues for storeowners and the
City. Furthermore, while there are some exceptions, the architectural character that has
developed in the Study Area over the past 30+ years lacks any consistent theme nor incorporates
any design standards and guidelines that would improve the overall appearance of the Study
Area.
Financially, the Study Area constitutes a very important source of tax revenues for the City's
general fund. Based on findings presented in the Focused Market Study, there does not appear to
be a market to expand these revenues, particularly in the Comparison Retail and Office markets,
and there are only limited opportunities in the Convenience Retail and Hotel markets.
Opportunity does exist for future residential development downtown to incorporate the concept of
an in-town, transit-oriented urban village associated with the new West Dublin BART station.
There are currently five Specific Plans that apply within the Study Area. Collectively, these plans
allow for the additional development of nearly 3.2 million sf ofnon-residential development, 717
dwelling units, and 150 hotel rooms. Since 2000, when a majority of these plans were adopted,
only 258,734 sf ofnon-residential development has occurred and 617 residential units have been
entitled. Given current and forecasted market conditions, there appears to be ample development
potential in the existing plans.
As such, the new Downtown Dublin Specific Plan, which will replace four of the current Specific
Plans and a portion of the fifth is not likely to increase densities but instead will focus on
strengthening the development standards and design guidelines and providing greater direction as
to future land uses, particularly in the transit-oriented area south of Dublin Boulevard.
A set of guiding principles is included in this report to help prioritize the direction and
development strategy for the downtown as a whole and within the three proposed sub-areas.
These guiding principles address issues associated with the retention and enhancement of existing
retail uses, improving the aesthetic quality, and promoting transit-oriented development.
5/22/2009 Page 4
CAN BU LTIN~
Downtown Dublin Specific Plan
OpportunRies, Issues, and Strategies Report
INTRODUCTION
l0(~~~
This Opportunities, Issues and Strategies Report represents an initial step in the process of
preparing a Downtown Dublin Specific Plan (DDSP). The report provides background
information and describes preliminary opportunities, issues and strategies related to the potential
redevelopment and revitalization of the areas located northwest of the intersection of Interstates
680 and 580, as well as the area along Village Parkway in the City of Dublin. This report has
been developed based on a comprehensive review of background documents, field surveys of
existing conditions, meetings with City staff, public workshop and interviews with key
stakeholders in the Study Area.
1.1 Project Scope and Objectives
The City has requested the preparation of a Downtown Dublin Specific Plan (DDSP) that
supersedes the existing five separate specific plans as discussed below. The intent of the DDSP is
to foster development and redevelopment of the downtown area in conjunction with the West
Dublin/Pleasanton Bay Area Rapid Transit (BART) station that is currently under construction.
The objectives of the DDSP are to: encourage development in the downtown area by taking
advantage of the transportation opportunity presented by the new BART station; maintain and
enhance the sales tax base of the downtown area; and encourage a mix of existing "big box" retail
uses, and smaller retail, service, office, and mixed-use development.
Associated with the DDSP will be a set of design guidelines that implement the policies of the
Community Design & Sustainability Element of the General Plan exclusively within the DDSP,
providing specific criteria for site planning and building architecture.
1.2 The Study Area Setting
Figure 1-1: Study Area shows the boundaries of the Study Area for the DDSP and Figure 1-2:
Parcel Map shows the existing parcels. The Study Area is generally bound by Village Parkway to
the east, Interstate 580 to the south, San Ramon Road to the west and Amador Valley Boulevard
to the north. There are, however, some partial boundary limits that extend beyond these
roadways, most notably for a portion of San Ramon Road, a portion of Amador Valley
Boulevard, and all of Village Parkway within the Study Area.
The entire Study Area is 278 acres in size. It is currently comprised of five separate Specific Plan
areas, which are proposed to be consolidated into one Downtown Dublin Specific Plan area (see
Figure 1-3: Existing Specific Planning Boundaries). These existing Specific Plan areas are:
^ Downtown Core Specific Plan
^ West Dublin BART Specific Plan
^ Dublin Downtown Plan Specific Plan
^ Village Parkway Specific Plan
^ San Ramon Road Specific Plan
Predominant existing land uses in the Study Area include regional-serving retail, restaurant, and
commercial services. Exceptions include some limited light industrial business in the Village
5/22/2009 Page 5
CGNBULTING
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
-~ ~ s~
Parkway, auto sales/service businesses south of Dublin Boulevard, and a senior housing
development and senior center just south of Amador Valley Boulevard (north of the existing
Target department store). Two residential developments have been approved adjacent to the
West Dublin BART station, which would allow for the construction of up to 617 condominium-
type units. A 150-room hotel has also been approved adjacent to this BART station.
1.3 Report Organization
This Opportunities, Issues, and Strategies Report contains the following chapters:
Land Use and Regulatory Context. Describes existing land uses and current and proposed
development, as well as the regulatory setting including General Plan and zoning designations
and existing specific plans relevant to the Study Area.
Community Character. Describes the physical character of the Study Area including
development patterns, building character, and streetscape character.
Circulation & Parking. Describes the circulation and parking conditions, intersection levels of
service, travel lanes, pedestrian and bicycle facilities and transit services within the Study Area.
Infrastructure & Services. Describes the existing public infrastructure including water, sewer
and storm water facilities within the Study Area.
Economic Analysis. Provides a demographic profile of the City of Dublin and describes the
existing and projected market conditions in the Study Area for retail, hotel, residential and office.
Guiding Principles. Identifies a set of guiding principles that will be used to define the direction
of the Downtown Dublin Specific Plan.
5/22/2009
Page 6
coNau~nNo
5~
z ~
d L
U Q
U ~
a 'Q
~ ~
z ~r
o ~
z
0
0
z
J
m
d
o d
o ~
o~
N
O
O Ir
O
N
7
of
LL
U8
O d
z
Z ~
~'
I ~
i ^ _
J
1 ^ ~
I ~
~ ^ Z
I 0
1 []
--~ a. I ' - ,. -~ ~-~, t
~~1 1 1 `__
' I 1
y 1. U ~ ` ~ ~~"t
Sl(yER~q~ D R.
T ~~ ~F k .~,1~~ ~ 1_ _'~ ~ t~~ -tip r, ~j,
~1~~~~'
~ '~l
1
~y~ i \ 1
`Y/~~` \ \`~1 t
/1r /
~~ ti- ':~ ~ ~~ ~~ ~~,
1 ~~
_./ \ , r
~^
,~
~\ ~~ ~~` l
~~ ~~ ~~
ti~
9s.
~~
O
I1!
H\GHWpy 580
. ,
~. ~ /~
Legend
L _~ Specific Plan Boundary
Parcels
Building Footprints
..
,.
~.. - - _-- ~~ V L
`~~,
-~ ' ~'
i\ `~iT
`/~
City of
Pleasanton
~ ~,~
Source: City of Dublin (2008)
R~ /~ o soo ~,ooo z,ooo DUBLIN DOWNTOWN SPECIFIC PLAN ~~
,~N1 Feet Parcel Map -~
CONSULTING s~zaoe,x~aaiooa~o
Figure 1-2
O
J
Source: Ciiy of Dublin (2008)
I DUBLIN DOWNTOWN SPECIFIC PLAN
o soo t ,oo0 2,000
N Feet Existing Specific Planning Boundaries
...
CONSULTING s~zoioe~Naa~oos~o
Figure 1-3
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
2 LAND USE ~ REGULATORY CONTEXT
A number of adopted planning documents
and existing regulations have influenced the
way development can occur in the Study
Area; in particular, the five existing Specific
Plans (that this project will replace) and the
existing Zoning Code. Reviews of these land
use documents are intended to help determine
the type of development encouraged or
discouraged by existing development
standards, as well as the planning history of
the Study Area.
2.1 Existing Land Use
l l~ 5~
A majority of the land uses include regional serving retail in the center of the Study Area. These
include; Target, Toys R Us, Burlington Coat Factory, 99 Ranch Market (supermarket), Orchard
Supply Hardware, Ross, Marshall's, and Safeway. It is also important to note that some large
scale retailer have closed/are closing due to the current recessionary economic environment
and/or other factors. These include the Expo Design Center, Circuit City, and Mervyn's.
There are two auto dealerships in the Study Area. Kia Motors is located at the southeast corner of
Dublin Boulevard and Golden Gate Drive (the former site of Crown Chevrolet which relocated to
eastern Dublin). Stonebridge Chrysler is located at the southeast comer of St. Patrick Way and
Amador Plaza Road.
Smaller specialty retail, convenience retail, and services are generally located west of Regional
Street, and along Amador Valley Boulevard, Amador Plaza Road and Village Parkway.
_ Office uses within the Study Area include: the Corrie Center (located southeast of Dublin
Boulevard and Regional Street), the Washington Mutual Building (southwest of Dublin
Boulevard and Golden Gate Drive) and Amador Plaza (located at the south end of Amador Plaza
Road).
Other notable land uses include the 238 -room Radisson Hotel, the Dublin Bowl, the Dublin Post
Office, a skating rink, and a senior center and associated aparhnent complex.
2.2 Proposed Development Sites
Several new projects are either under construction or have been proposed in the Study Area. The
most significant development is the construction of the West Dublin/Pleasanton BART Station.
The station is being constructed within the median of Interstate 580 with pedestrian access north
and south over both sections of the freeway. By the year 2013, the project is projected to
accommodate 8,600 users per day.'
~ htip llwww bait.you/about/projects/wdp/index.aspx
5/22/2009 P
7
age
CON9UlTIN6
Downtown Dublin Specific Plan ` ~ ~ ~'~
Opportunities, Issues, and Strategies Report
Within the City of Dublin, a 750-space parking garage has been constructed at the southern
terminus of Golden Gate Drive for BART commuters. As part of the BART project, a 150-room
hotel, 7,00 sf of retail space, and 309 residential condominium units (West Dublin
Condominiums by Windstar) are proposed to be constructed west of Golden Gate Drive.
~ Adjacent to and west of the BART station project is an existing 225,500 sf one-story warehouse
facility (the AMB site). This building is proposed to be demolished and replaced with 308 multi-
family residential dwelling units and a 150,000 sf office building. Associated with these
developments, St. Patrick Way would be extended, providing a vehicular and pedestrian
connection between Golden Gate Drive and Regional Street. A graphic of the proposed site plan
is shown below.
i~
I ~
2.3 Dublin General Plan
The Land Use Element and Land Use Map in the General Plan establish the policy for change and
growth within the City. The General Plan identifies the general locations, density and extent of
land available for housing, business, industry, natural resource protection, recreation, and other
uses. Land use designations for the Study Area include: High-Density Residential, Mixed-use,
RetaiUOffice, Retail/Office and Automotive, Parks/Public Recreation, and Public/Semi-Public.
Below are the definitions of these land use designations from the General Plan. Their locations
are shown on Figure 2-1: General Plan Land Use Designations.
High-Density Residential: (25.1 units and above per gross residential acre). Residential
~' units in this density range are attached. Housing types include condominiums, townhouses,
apartments, and flats, and can either be for-sale or rent. These projects typically incorporate
tuck-under or under-structure parking and may have three or more living levels. Assumed
household size is two persons per unit.
Mixed-use: (FAR .30 to 1.00; employee density 200 - 400 square feet per employee)
Mixed-use encourages the combination of medium- to medium-high density residential
housing and at least one non-residential use, such as office or retail. Office or retail uses
recommended include shopping centers, stores, restaurants, business and professional
offices, and entertainment facilities. A FAR of less than .30 is acceptable when existing
5/22/2009 Page 8
CO NH ULTINO
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
13~~~
tenancy conditions of the site does not permit immediate conversion of the entire site but it is
determined that the site is in the process of becoming a mixed-use site.
Retail/Office: (FAR:.25 to .60; employee density 200-450 square feet per employee).
Shopping centers, stores, restaurants, business and professional offices, motels, service
stations, and auto part sales are included in this classification. Residential use is excluded
except in the Downtown Intensification Area.
Retail/Office and Automotive: (FAR:.25 to .50; employee density 220 to 490 square feet
per employee). This classification includes all retail/office uses as well as auto dealerships,
auto body shops, and similar uses. Residential uses are not permitted.
Parks/Public Recreation: Publicly owned parks and recreation areas.
Public/Semi-Public: (Maximum of .50 FAR; employee density 590 square feet per
employee) A combination land use category of public facilities land uses and semi-public
facilities land uses. Public facilities, which are uses other than parks owned by a public
agency or non-profit entity, are of sufficient size to warrant differentiation from adjoining
uses.
2.4 Existing Specific Plans
At present, there are five Specific Plans that apply to in the greater downtown area of the City of
Dublin. Brief summaries of each of these Specific Plans are described below.
Downtown Core Specific Plan
The 51-acre Downtown Core Specific Plan (DCSP) area contains most of the City of Dublin's
large-scale format (60,000 sf +) retailers. The DCSP envisions integrating these large users with
newer, smaller scale development as well a series of public spaces including the Dublin Green, a
central landscaped plaza to accommodate public gatherings.
In accordance with the DCSP, existing major retailers would remain in the present locations
along the westerly edge of the core, although building facades would be modernized. To the east,
a variety of smaller buildings would be constructed accommodating new restaurants and specialty
retail entertainment. Anew vehicular accessway, possibly through a joint private/public
endeavor, would be constructed through the center of the Core area from Dublin
Boulevard/Golden Gate Drive, north to Amador Valley Boulevard at Donahue Drive.
As shown in Table 2-l: Downtown Core Specific Plan Maximum Economic Development
Potential, the DCSP calls for a maximum development potential of 1.2 M sf of commercial, retail
office and mixed-use development and up to 100 dwelling units. This represents an increase of
737,072 square feet and 100 dwelling units, as compared to existing conditions when the DCSP
was first adopted (December 2000). Because the DCSP area is largely built-out, a majority of
this increase density would be achieved through an increased floor-area-ratio (FAR) of up to .79
with buildings up to six stories or 75 feet. A mix of surface parking and garages would help
increase site densities.
5/22/2009 Page 9
CCNBl1lTINp
Downtown Dublin Specific Plan
OpportunRies, Issues, and Strategies Report
Table 2-1: Downtown Core Specific Plan Maximum Economic Development Potential
(without Senior HousinglResidential)
•..
~'
~• • .. ~ ..
~ ~
Commercial A (Com A) 25.49 0.40 364,484 444,140 79,656
Commercial B (Com B) 5.45 0.52 69,752 122,390 52,638
Retail/Office (R/O) 11.82 0.79 8,934 341,120 332,186
Retail/Auto (R/A) 0.61 0.79 13,486 87,750 74,264
Office ~ 1.37 0.50 13,120 29,840 16,720
Mixed-use (MU) 6.92 0.60 -- 181,630+ 181,630+
100 DU 100 DU
Right-of-Way 1.32 -- -- -- 0
Total 52.98 -- 469,776 1,206,870+ 737,094
0 DU 100 DU 100 DU
Source: City of Dublin Downtown Core Specific Plan (as amended per City Council Resolution # 229-00, 12/19/00 and #165-07 9/4ro7) and RBF
Consulting, 2009.
West Dublin BART Specific Plan
With the adoption of the West Dublin BART Specific Plan (WDBSP) by the Dublin City Council
in December 2000, a General Plan Amendment was adopted to change land uses and land use
intensification and to modify the FAR for certain properties. The WDBSP area is generally
located between I-580 to the south, I-680 to the east, Dublin Boulevard to the north, and San
Ramon Road to the west. The area consists of approximately 70 acres of commercial, office and
light industrial land uses. Central to the WDBSP area and providing a catalyst for the direction of
future development is the new West Dublin BART station planned to be open in 2009, and the
associated parking structure, as well as the development of a hotel, retail, high-density housing,
and office, described above.
The WDBSP is intended to be atransit-oriented, mixed-use area, capitalizing on regional transit
linkages provided by both the BART line and supported by nearby freeways, I-580 and I-680.
Within the West Dublin BART area, a mixture of low-rise and mid-rise buildings for residences,
offices, specialty retail, lodging, restaurant, and similar uses are planned that are consistent with a
transit-oriented development area.
As shown in Table 2-2: West Dublin BART Specific Plan Maximum Economic Development
Potential, the maximum amount of development is anticipated to be 3,247,956 square feet of non-
residential space and 617 residential dwellings (per Exhibit A -Table 5: Maximum Economic
Development Potential [as amended per City Council Resolution #183-01, 10/16/01, and City
Council Ordinance #8-04, 3/16/04]. This represents an increase of 2.4 M sf ofnon-residential
uses and 617 residential units, as compared to existing conditions when the WDBSP was first
adopted (December 2000). Additionally, the Plan allows for further intensification of
development through an increased FAR of up to 1 for some properties.
5/22/2009 Page 10
CON9ULTINO
Downtown Dublin Specific Plan
OpportunRies, Issues, and Strategies Report
Table 2-2: West Dublin BART Specific Plan Maximum Economic Development Potential
Sf~~ /
•..
.•
~ • • ..
~ .. ~,
~ ~
Commercial A (Com A) 11.20 0.30 146,826 146,826 0
Commercial B (Com B) 26.69 1.00 203,174 1,162,620 959,446 sf
Lodging 9.31 1.20 103,231 182,731 79,500 sf
(246 rooms) (396 rooms) (150 rooms)
RetaiVOffice (R/O) 18.40 1.00 38,325 801,500 763,175 sf
Residential 3.54 58 DU/ac -- 617 DU 617 DU
Office 6.98 1.00 242,385 304,050 61,665 sf
Mixed-use (MU) 11.33 1.00 -- 493,430 + 493,430 +
309 DU 309 DU
Parking (P) 2.46 -- -- -- __
Right-of-Way 2.11 -- -- -_ __
Total 91.99 -- 734,481 3,247,956 2,277,716 rt
0 DU 617 DU 150 rooms
617 DU
Source: City of Dublin West Dublin BART Specific Plan (as amended per Ciiy Council Resolution #183-01, 10116/01, Ciiy Council Ordinance #8-
04, 3/16/04, and Cily Council Resolution #208-07, 10/23/07) and RBF Consulting, 2009.
1~1 Excludes lodging square footage.
Village Parkwav SDecific Plan
The Village Parkway Specific Plan (VPSP) consists of approximately 31 acres of commercial
services, retail, restaurant, office, and automotive service land uses. Under the VPSP Concept
Plan, these existing uses would not change, but would be stabilized and enhanced. The FAR
within the VPSP area was increased from 0.24, equivalent to 308,474 sf, to 0.35, equivalent to
408,108 sf, or an increase of nearly 100,000 sf. The land use plan designates properties west of
Village Parkway as Retail/Office and Auto Service (R/O&A) and the east side asRetail/Office
(R/O). The VPSP encourages higher density residential dwellings in the form ofmulti-family
complexes and live/work units. It also encourages property and streetscape improvements to
enhance the pedestrian character. While there was considerable discussion and analysis regarding
the reconfiguration of the Village Parkway roadway, it was determined that it should remain four
lanes, due in part to the fact that it services as an important north-south emergency access
roadway.
San Ramon Road Specific Plan
Adopted in June of 1983, the San Ramon Road Specific Plan (SRRSP) is the oldest specific plan
and is located west of San Ramon Road between Silvergate (to the north) and Dublin Boulevard
to the south. The SRRSP planning area includes both residential and commercial land uses. The
5/22/2009 Page 11
CONBII LTINp
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~~~ s7
proposed DDSP includes only those commercial areas that are located north and south of Amador
Valley Court (identified as Area 3 in the SRRSP).
The primary intent of the SRRSP was to provide guidance for development of approximately 30
acres of vacant land for retail commercial, office and multifamily uses. Area 3 (13 acres), which
included both occupied and vacant commercial land uses, has now been completely built-out with
primarily region serving retail and commercial uses.
Dublin Downtown Plan SQecific Plan
The Downtown Dublin Plan Specific Plan (DDPSP `87) was adopted by the City Council in 1987
and is generally bounded by San Ramon Road, Amador Valley Boulevard, Village Parkway
(including land uses to the east) and Interstate 580. The DDPSP includes a study area
encompassed and superseded by the WDSP, the DCSP, and VPSP, described above. The only
remaining properties that are still applicable as a regulating document are Development Zones 5
and 6, as shown below.
s=
- ~: _~_
' r~'v,
Future development plans as described in the DDPSP `87 are as follows:
Zone 5: San Ramon Road Retail -Currently oriented almost exclusively to Regional Street, uses
in this area will be encouraged to increase their presence on San Ramon Road to improve visual
appearances along that frontage. Proposals which provide new access to San Ramon Road will
be considered. Pedestrian linkages to Zone 5 will be encouraged. Uses will continue as a mix of
retail and commercial services.
Zone 6: Central Block West Retail - A continuation of current retailing and service commercial
uses will characterize this zone. Improvements to zone entries, internal circulation and parking
lot landscaping will be strongly encouraged.
ii
i~
si22i2oos
cvr+yu~r~r.a
Page 12
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~, ~
Additionally, within these two Development Zones, the DDPSP '87 encourages improvement to
internal circulation and parking lot landscaping. Due to what the plan considered excessive
parking, it allows for additional development on a case-by-case basis.
While not directly applicable from a regulatory standpoint, the DDPSP '87 made some interesting
observations and recommendations, which could be considered relevant, particularly given
current economic conditions. The Overview section of the Land Plan (page 25) notes the
following:
"Downtown Dublin includes a mix of retail stores, offices, restaurant, auto dealerships,
warehousing, and auto-oriented retail and service establishment. Occupancy rates are
high and the area has performed well economically over recent years. However, two
major downtown retails have recently moved from the area and competition is increasing
in the Tri-Valley where Downtown Dublin is being challenged by new retail and office
areas, which have been planned as integrated developments with carefully interrelated
parts, a high degree of visual appeal, well-designed common areas and substantial
pedestrian amenities. Downtown Dublin, while containing a good mix of retail and
service uses to attract shoppers, is deficient in these features and suffers substantially
from a development pattern which lacks focus and offers little in the way of visual
appeal."
2.5 Conclusions
Collectively, the DCSP, the WDBSP and the VPSP allows for the additional development of
nearly 3.2 million sf ofnon-residential development, 717 dwelling units, and 150 hotel rooms
(see Table 2-3: Summary of Maximum Economic Development Potential). Because the SRRSP
has been built-out to allowed densities, no additional development potential exists.
Table 2-3: Summary of Maximum Economic Development Potential
Commercial (A & B) 959,000 sf 197,000 sf 1,181,000 sf
RetaiVOffice (R/0) 763,000 sf 341,000 sf 100,000 sf 1,129,000 sf
Office 62,000 sf 17,000 sf 104,000 sf
Moved-use (MU) 493,000 sf+ 182,000 sf+
__ 700,000 sf
617 DU 100 du 717 du
Lodging 80,000 sf 80,000 sf
(150 rooms) (150 rooms)
Residential 309 du -- -- 309 du
2,357,000 sf 737,000 sf 3,194,000 sf
Total 150 rooms 100,000 sf 150 rooms
617 du 100 du 717 du
Source: Ci of Dublin, 2009.
Based on City estimates, approximately 258,734 sf ofnon-residential development has occurred
since adoption of these Specific Plans (December 2000). These include the Expo Design Center
site, Target, Safeway, as well as additional sites (see Table 2-4: Non-Residential Development
Since 2000). During this same period, no residential development has occurred.
5/22/2009 Page 13
C~N9 VLTIN~
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
Table 2-4: Non-Residential Development Since 2000
Target (expansion) .. .-
14,587
Expo Design Center 93,935
Dublin Place 17,500
Senior Center 15,300
Safeway 65,883
Shamrock Village 2,999
Enea Village 19,018
Valley Center 1,472
Arco 28,040
TOTAL 258,734
Source: Ci of Dublin, 2009
j~c~ S~
Four of the Specific Plans call for the intensification of land uses, possible reduction in parking
standards, and improvements to the public realm to create a more pedestrian-friendly
environment that supports atransit-oriented set of land uses in support of the West Dublin BART
station.
sizzizoos --
Page 14
CON9V LTINO
\`,
BPI
~'' MU
Source: City of Dubl]n (2008)
/~ o soo f ,oo0 2,000
N Feet
^ ^ ^
CONSULTING y2oios.uvaataosto
~~ `~ ~~
yc
~' ~ '
~~'~ MHDR
- ~ M
,ti
C MHDR 0J~`~\ 8~.
F. 1~1] ..
~1~
i
R
N1GH`NPY ~~
Legend
\\ Specific Plan Boundary
~ sFR General Plan Land Use
~-' ~ d~ Parks/Public Recreation (CP)
j PublidSemi-Public (PSP)
Single Family Residential [0.9-6.0 dWac] (SFR)
Medium-Density Residential (6.1-14.0 dWac] (MDR)
~i~.
` `
~
Medium/High-Density Residential [14.1-25.0 dulac] (MHDR)
\~ High-Density Residential [25.1+ du/ac] (HDR)
Mixed Use (MU)
RetaiVOtfice (RO)
_ RetaiVOffice and Automotive (ROA)
'^ _ Business ParWlndustrial (BPI)
G
.
~~
"9c,~ BPI
~ p
~P~, ~ -~\ ~` -~7 i
City of
Pleasanton
--~
DUBLIN DOWNTOWN SPECIFIC PLAN(
General Plan Land Use Designations J
Figure 2-1
~ ~ i ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ fi ~l ~
R-~ L end
..__` R e9
-~ 1 ____ ~\ `+' ~ ~,`~/ ~\ I ~ ~ • Specific Plan Boundary
'.~-_~ -~' ~ l ,~ ~ ~'i ~ ~~, ~ ~ Zoning
PD j
-'~ 0 Retail Commercal (C-1)
~~
~ `- ~ r R ~ /~~~ ~~ -General Commercial (C-2)
/ l ~ ~
\j f/ ~D -Neighborhood Commercial (C-N)
~ SI[VFRGgrfDR GO ` ~~~
- - _ ~ .-
i ;,
{i1``I R-
1~~ PD
~``, i ~ /
1I~ ~ PD R-M
R-~ //Gt -
1~ PD -- 1i,
D ~
PD ~pp z
t,PD ~ ~ u
® _•• i~~i .. ~ A
i~
R
~t GO
PD
M-1 PD
HIGHWAY 5sb
PD
u
~_
~ourue: ulry or uuonn ttuuo~
i ~ o soo 1,00o z,ooo
~ . ~ N Feet
DUBLIN DOWNTOWN SPECIFIC PLAN
Current Zoning ~
CON9ULTIN6 yzoios~Naa~aosio
Commercal Office (GO)
Light Industrial (M-1)
Planned Development (PD)
Single Family Residential (R-1)
\` ~ Two Family Residential (R-2)
~w ` \ ~ Multi -Family Residential (R-M)
~~ `
APB `
~~
G2 A41
G2 ~~~ ~`
I~ ao
r~~
GO PD
City of
Pleasanton
Figure 2-2
Downtown Dublin Specific Plan 2, ~ ~~~
Opportunities, Issues, and Strategies Report
3 URBAN DESIGN & COMMUNITY CHARACTER
3.1 Development Patterns
Several factors work together at the macro scale to affect the character and function of the Study
Area. These include the size and configuration of the blocks, the number and spacing of streets,
the size of parcels, the size of buildings and lot coverage, multiple ownership, and the location
and orientation of buildings. Variations in these factors are responsible for many of the
differences in character that exist throughout the Study Area.
Streets and Blocks
The size of blocks and the connectivity of the streets that form them significantly influence the
"walkability" (i.e. conduciveness to pedestrian use) of an area and the volume and speed of
vehicular traffic on the streets. Generally, blocks with smaller perimeters are easier for
pedestrians to circumnavigate and thus support greater pedestrian activity. Street networks with
numerous streets and high connectivity (i.e., not cul-de-sacs or dead-end streets) generally allow
for greater distribution of traffic, and route choice and slower traffic speeds as compared to areas
with few streets and low connectivity. As a general rule, blocks that are less than 200 feet aze
considered optimal in urban areas.
As can be seen in Figure 3-1: Block Structure, the development pattern in the Study Area
consists of blocks that are extremely large and not conducive to apedestrian-friendly
environment. The largest single block is bounded by Amador Valley Boulevard / Amador Plaza
Road /Dublin Boulevard /Regional Street. This azea is 60 acres in size and extends 1,870 feet
between Amador Plaza Road and Regional Street.
Streets with cul-de-sacs, namely the south ends of Amador Plaza Road, Regional Street, and
Golden Gate Drive, inhibit connectivity and result in the need to backtrack. Also, Interstates 580
and 680 pose a significant barrier to pedestrian connectivity given their enormous scale, intensity,
and limited locations to cross.
The irregularity of the block sizes and distances between streets also exacerbates a negative
experience for pedestrians. The large blocks and low street connectivity tends to adversely affect
the pedestrian's orientation of the Study Area, making walking inconvenient and reducing the
number of through connections within the Study Area to/from adjacent neighborhoods.
St. Patrick Way, located south of Dublin Boulevard is planned to be extended as a private
roadway west of Golden Gate Drive to Regional Street. This roadway, as well as a proposed
secondary informal roadway between the future St. Patrick Way and I-580 (see image on page 8)
would help promote greater pedestrian connectivity and transit-oriented development in this area.
Parcel Size
As illustrated in Figure 3-2: Parcel Sizes, the parcel size, like block size, influences the character
of the Study Area. The relatively finer-grained pattern of smaller lots (predominantly less than
two acres) along Village Parkway is more pedestrian-oriented, as these parcels include
development at smaller scales. The area west of I-680 contains large and irregularly-shaped
parcels (generally larger than two acres with a significant portion larger than five acres) with long
building frontages, few driveway entrances, and significantly more area dedicated to surface
pazking, all combining to reduce the quality of the pedestrian experience.
5/22/2009 Page 15
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
z~~b ~~
While smaller parcel sizes tend to create afiner-grained and more interesting pedestrian
environment, they also have the disadvantage of making redevelopment more complicated and
potentially less viable due to multiple property owners. For example, it is much more difficult to
transition from existing lower density uses to higher density, mixed-use development if the parcel
sizes are small. It also means that many more parcels need to be assembled to begin to
significantly change the character of the area. This has particular implications for the Village
Parkway area and can be seen as a potential advantage for redevelopment of those areas to the
west of I-680.
Building Footprints/Lot Coverage
As with parcel sizes, building size (as reflected by building footprint size and not necessarily
height) has implications for the pedestrian character of the Study Area, particularly when large
buildings only have a single or few ground floor tenants with relatively few entrances. For
example, the long blank walls along the buildings of Target, Mervyns, Burlington Coat Factory,
etc., significantly diminish the quality of the pedestrian environment.
As illustrated in Figure 3-3: Building Footprints, the size of building footprints (i.e., the area
covered by a building) vary significantly throughout the Study Area. Very large buildings
(80,000 sf plus) are generally located in the center of the Study Area and extend north to south as
well as on the east side of Amador Plaza Road. Relatively smaller building footprints are located
along both sides of Village Parkway and sporadically along Amador Plaza Road and Regional
Street. In general, smaller buildings are located around the perimeter of the Study Area.
Building Orientation
One of the key factors trying to make Downtown Dublin's streets an attractive and vibrant
pedestrian environment is to create an active and well-defined public realm within the public
right-of--way that is specifically designed to accommodate the pedestrian. Building placement
and orientation play a critical role in both defining and activating the public realm. Buildings
placed at or very near the right-of--way frame the streetscape and provide opportunities to create a
sense of place and distinctive visual character through architecture, signage, hardscape, and
landscaping.
A significant portion of the Study Area contains parking lots directly adjacent to the public right-
of-way (e.g. adjacent to the sidewalk and roadways) resulting in very poor street frontage
definition. When surface parking lots are located adjacent to the public sidewalk, it not only
weakens the sense of awell-defined streetscape, but also diminishes the quality of the pedestrian
environment by placing automobiles on both sides of the sidewalk, requiring vehicular movement
across the sidewalks at parking lot entrances.
There are many different examples throughout the Study Area where the pedestrian environment
is compromised by surface parking lots. It is particularly acute along Dublin Boulevard, Regional
Street, Amador Plaza Road, and the western side of Golden Gate Drive.
The orientation of the building to the street is critical. In order to support pedestrian activity,
buildings need to have entrances that front directly onto the street, rather than to parking lots (i.e.
no parking in between), and have street-facing storefront windows that add interest to the
pedestrian environment, rather than just blank walls.
5/22/2009 Page 16
Downtown Dublin Specific Plan
Opportunkies, Issues, and Strategies Report
2~~~~
The Study Area includes a variety of conditions in terms of building orientation. The regional
retail buildings located in the center of the Study Area back onto each other and face Amador
Plaza Road and Regional Street, but are set back very far from the public right-of--way with
parking between the sidewalk and store entrance. Almond Plaza, located on the west side of
Regional Street (north of Dublin Boulevard), contains a U-shaped format of buildings with the
store entrances oriented inward towards a central parking lot. Elsewhere, building orientation is
quite varied, with a high percentage of buildings that do not directly address the street and instead
provide access from parking lots and/or present blank facades to the street.
Given their large size and the fact that they are constructed using wood, some of the large-format
regional retail stores have a 60-foot no-build easement around the perimeter of buildings to allow
access for firefighting equipment. As shown in Figure 3-4: No-Build Easements in Retail Core
District, a no-build easement exists around the perimeter of the Target, former Expo Design
Center and Burlington Coat Factory/Toys R Us buildings. Because Dublin Boulevard provides
access from the south, development could be expanded (given sufficient parking and other
requirements) in the area north of Dublin Boulevard adjacent to the existing Burlington Coat
Factory/Toys R Us building.
Covenants. Codes. & Restrictions
Many of the properties located in the downtown area are subject to very specific covenants, codes
and restrictions (CC&Rs) that govern the use and function of a development. These include
issues such as building placement, signage, private roadways, landscaping, parking, and
maintenance. As such, CC&Rs, particularly as they relate to the larger regional retail land uses,
may restrict some types of redevelopment that can occur in the downtown.
3.2 Building Character
Architectural Character
The architectural character of buildings in the Study Area is quite diverse and eclectic. No single
architectural style predominates. Instead, the building stock is more a record of the time at which
each building was constructed, reflecting both the land use and design trends of a particular
moment in Dublin's development history.
Most of the commercial buildings were constructed from the early 1960s to the late 1980s and
tend to have generic, nondescript quality that contributes little to establishing a distinct identity or
memory for the Study Area. Building surface materials tend to be wood, concrete, cinder block
or stucco construction.
Establishing and implementing a cohesive set of design guidelines to address architectural
character throughout the Study Area would assist in ensuring that as existing properties are
upgraded, there is some degree of consistency in their design and quality, and thereby create a
more unified character that can be identified as unique to the downtown area.
Building Heights
Commercial buildings in the Study Area are predominantly one-story, ranging from 15 to 25 feet,
depending on the type and function of the building. Some of the buildings along Village Parkway
are two stories, but are generally not taller than 25 feet. Office buildings, including the Chase
Bank building, the Corrie Center and the Hites property are three stories (~35 feet in height).
5/22/2009 Page 17
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~~
The tallest (and only) residential building in the Study Area is the Wicklow Square senior
housing project, which contains three stories over one level of parking at a height of
approximately 50 feet. The approved 308 residential unit Windstar project will have four floors
over one level of parking at a height of approximately 65 ft.
Given the relatively low building heights for a downtown area, there exists the opportunity to
build taller buildings and thereby create a denser, and more urban character within the Study
Area. This might include four to six story mixed-use developments and even four plus story
office buildings. Such developments would have to incorporate parking structures, which,
particularly if constructed underground, may not be economically feasible.
3.3 streetscape Character
As illustrated in Figure 4-1: Pedestrian Circulation, all public roads within the Study Area have
standard concrete sidewalks, typically ranging in width between four and six feet, along both
sides of the street. While adequate to accommodate the relatively low volume of current
pedestrian traffic, the sidewalk widths generally do not appear adequate to support a robust and
vibrant pedestrian environment.
signage within the Study Area includes traffic signs, wayfinding signs, and private commercial
signs. Commercial signage tends to be the dominant form of signage and there is a wide variety
of styles, colors and materials used. There are no wayfinding signs that inform vehicular and
pedestrian users that they are in the Study Area nor to other points of interest outside of the Study
Area. As with architectural character, establishing a set of signage design guidelines would help
to create a more cohesive and visually attractive setting within the Study Area.
Generally, the physical design of the Study Area conveys the impression that the public
streetscape is designed primarily to accommodate the automobile, and only secondarily to meet
the needs of the pedestrian. While some very limited streetscape improvements have been made,
overall the pedestrian environment in the Study Area lacks the quality and character that
characterizes a typical "main street" downtown. This would include street trees, distinctive
hardscape features (e.g. pavers, colored concrete, etc.), and consistent lighting, benches, trash
receptacles.
3.4 Conclusions
Downtown Dublin's wide streets, expansive surface parking lots, large building footprints, and
general lack of pedestrian amenities has created an urban form that is largely suited to and reliant
on the automobile for it's success as a regional retail destination. Given its lack of a coherent
design identity (through signage, streetscape treatment, landscaping, architecture), it lacks the
type of urban design character described above that is typical of "Main Street" downtown.
Given the fact that many of the existing regional retail land uses are unlikely to change
substantially with respect to their overall size and orientation due to ownership characteristics,
market factors, parking requirements, etc., it is likely that more incremental changes such as
facade improvements, additional landscaping, reconfiguration of parking lots and more consistent
signage are realistic.
In vacant and underdeveloped areas, which occur largely south of Dublin Boulevard in the
current West Dublin BART Specific Plan Area, there exists a better opportunity to make more
5/22/2009 Page 18
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
z~~
wholesale changes to the development pattern towards a more transit-oriented, mixed-use
environment. Careful consideration of the types of land uses and their compatibility both existing
land uses (including I-580 and Dublin Boulevard) and proposed developments (e.g. the large two
residential condominium projects) will be required to ensure a safe and desirable environment for
all users.
si22i2oos
Page 19
Legend
C ~ Specific Plan Boundary
oUg~~N g~J~ ~ ~~,
2
0 51. PFD\GKV~'y
\~
vc
~~
~~~~f ~` i
~ ~~~ ~` V~~ry B~~D.
c ~ ~,
H~GHWP~ ~~ City O f
Pleasanton
Source: City of Dublin (2008)
` ~ 0 500 1,000 2,000
N Feet
...
1
DUBLIN DOWNTOWN SPECIFIC PLAN
Block Structure
CON9LILTIN[i Szaos~Naaiaos~o
Figure 3-1
~.~
'~ ~. •.~
~~
~~~
_T~, ~-
~>~~ U.`,
~1 ~-~^,
~ ~.
'~. ~_
-, ~ ~ _ _ x_
-`~ ; -.
9 ,.~ G ~
~~ ~ .~
%_ ~
T ~\ ,. ~
~~~ _ ~,~~
Ly~~ .,
-,
~ ~~ ~ ~~~
/ ;
% r-
rq
i i g,
~~ ,a-
,pax`
N~~NWPy ~ City o f
Pleasanton
Source: City of Dublin (2008)
0 500 1,000
~ ~ ~ N
CONSULTING S s~zoroe.mraaioo3io
2,000
Feet
Legend
^4 L ~ Specific Plan Boundary
~~{~ Size of Parcels (Acres)
'~~ 0 0.01- o.zs
~ o.2s - 0.50
,,. 0.51 -,.oo
~ 1.01- z.oo
~ Z.o1- s.oo
_ 5.01 - 10.50
c ~'//~/~. ~~~~ ~.
~ ~~ _ ~<~ ~UB(~H B~~D.
~ ~,
%-
o,,, ~ ~~
DUBLIN DOWNTOWN SPECIFIC PLAN ~Q
Figure 3-2
Sf(VFRGgr f ~R.
,,
i.
i
5"~ d
~~~
~, '~ --\
A '~
1 \
1 ~
^
c ~~~ ~j~,
yy ~ / ~
~,
,~~\ `~ ~
i ~ ~~. ~~
..
~ • `~ ~-
~ ~ P ~' ~I.
~ ~ ~ • ~PQ
1 •
~ • ~~
~ ~ ~ ~ ~ ~~
~ ~ ter , ! ~ ~ ~ ~
~ ewo ~ •
~ ~ ~ F • PP ~GK Y~ `~
o gi.
~ P~
T~ `~ ~ ~,
~'~ ~
~~
r
~ ~
H\GNWPy ~~
Source: Ciiy of Dublin (2008)
^ ^ ^ N (-
CONSULTING szoioe.uvaaioos~o
500 , ,000 2,000
Feet
~f~
Legend
C = Specific Plan Boundary
_ Building Footprints
r ,
,; ;;
City of
Pleasanton
' N
DUBLIN DOWNTOWN SPECIFIC PLAN ~
Building Footprints °~
Figure 3-3
2~i ~j
Source: SLS Associates, Inc. (2002)
^
.
CON 9 LI LTI tJ O 520/09 JN 40-100310
too 20o DUBLIN DOWNTOWN SPECIFIC PLAN
Feet No-Build Easements in Retail Core District
Figure 3-4
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
4 CIRCULATION & PARKING
This chapter considers the existing transportation conditions in the Study Area based on the
Downtown Dublin Traffic and Transportation Analysis Memorandum prepared by RBF
Consulting in Apri12009. Relevant plans and studies were reviewed and supplemented by field
visits and general knowledge of the area to determine existing conditions related to bus, bicycle,
pedestrian, and automobile transportation. A copy of the Traffic and Transportation Analysis
Memorandum can be obtained from the City of Dublin.
4.1 Existing Street Network
The existing roadway network routes within the Study Area are shown on Figure 4-1: Vehicular
Circulation. A description of each roadway is provided below:
I-580 and I-680
I-580 intersects with I-680 immediately adjacent to Downtown Dublin. I-680 traverses in a north-
south direction and I-580 in an east-west direction. A full access interchange is located at I-580
and San Ramon Road. Partial access to I-680 is provided through a southbound on and off ramp
from Amador Plaza Road and a northbound on ramp at Village Parkway.
San Ramon Road
San Ramon Road is a major north-south arterial within the Study Area with a 40 mph speed limit
and raised median. A full access interchange is located at I-580. North of Amador Valley
Boulevard, San Ramon Road narrows from six to four lanes. No parking is provided on the street.
A Class 1 trail facility is provided on the west side of San Ramon Road between Dublin
Boulevard and Amador Valley Boulevard.
Regional Street
Regional Street extends in a north-south direction from Amador Valley Boulevard to its terminus
south of Dublin Boulevard. It is a two-lane collector with atwo-way-left-turn lane. It provides
access to the adjacent commercial uses. On-street parking is provided south of Dublin Boulevard,
but not between Dublin Boulevard and Amador Valley Boulevard. The speed limit is 30 miles per
hour.
Golden Gate Drive
Golden Gate Drive is a short, two-lane collector that provides access to the adjacent commercial
businesses south of Dublin Boulevard and to BART. The street extends from Dublin Boulevard
to the West Dublin BART Station and parking garage that is currently under construction. On-
street parallel parking is provided on both sides of the street. The speed limit is 25 miles per
hour.
Amador Plaza Road
Amador Plaza Road is anorth-south, two-lane collector with atwo-way-left-turn-lane median
between Amador Valley Boulevard and Dublin Boulevard. Between Dublin Boulevard and St.
Patrick Way it is a four-lane collector. The speed limit is 25 miles per hour and the street provides
access to the adjacent commercial land uses and access from southbound I-680.
5/22/2009 Page 20
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
Village Parkwav
~~
Village Parkway is a four lane north-south arterial located to the east of I-680. Within the
Downtown, the street has a raised median and on-street parallel parking. Village Parkway has
multiple commercial driveways and provides access to smaller properties. The speed limit on
Village Parkway is 30 miles per hour. Just south of Dublin Boulevard, Village Parkway provides
access to a northbound I-680 on-ramp. Village Parkway has a Class 3 bikeway facility.
Amador Vallev Boulevard
Amador Valley Boulevard runs parallel to Dublin Boulevard. Within the Downtown, the street is
a four lane east-west arterial with a landscaped median. The street provides access to most of the
large retail shopping centers in the downtown area. The speed limit on Amador Valley Boulevard
is 30 miles per hour. Class 2 bike lanes are provided on both sides of the street. No on-street
parking is provided.
Dublin Boulevard
Dublin Boulevard is a major six-lane east-west arterial that extends through the downtown area
with a landscaped median. Dublin Boulevard has a speed limit of 35 miles per hour. No on-street
parking or bike lanes are provided on the street within the Downtown Area. West and east of the
Study Area, Dublin Boulevard narrows to four lanes. Signals are coordinated along Dublin
Boulevard from Regional Street to Village Parkway. Dublin Boulevard provides local-serving
access to most of the large retail shopping centers in the downtown area. It also carries high
volumes of through traffic during the morning and afternoon peak hours, as motorist use the street
as an alternative route to I-580.
Saint Patrick Wav
Saint Patrick way is a local two-lane connector street with atwo-way-left-turn-lane between
Amador Plaza Road and Golden Gate Drive within the downtown area. The City plans to extend
the road westwards to Regional Street. The speed limit is 25 miles per hour. No on-street
parking is provided along the street.
4.2 Level of Service
The ten intersections that were analyzed are currently all signalized. Intersection traffic
operations were evaluated based on the Levels of Service (LOS) concept. LOS is a qualitative
description of intersection and roadway operation, ranging from LOS A to LOS F. LOS A
represents free flow, un-congested traffic conditions. Level of Service F represents highly
congested traffic conditions with what is commonly considered unacceptable delays to vehicles
on the road segments and at intersections. The intermediate levels of service represent
incremental levels of congestion and delays between these two extremes. The City has a goal to
maintain a LOS D or better for streets and intersections.
As shown in Table 4-l: Level of Service for Study Area Intersections, all 10 intersections
operates at or above LOS D during the AM and PM peak hours for existing traffic conditions.
However, half (five) of these intersections operate at LOS D during the AM and PM peak hour.
As such, the addition of traffic to these intersections would likely require capacity-increasing
improvements or traffic improvements such as signal timing improvements, establishing better
land utilization, and/or controlling access points to the roadways to maintain a LOS of D or
better.
5/22/2009
Page 21
Downtown Dublin Specific Plan /Z
Opportunities, Issues, and Strategies Report
Table 41: Level of Service for Study Area Intersections
1 San Ramon Dublin Signal 35.2 D 50.5 D
Rd. Blvd.
2 Regional Dublin Signal 26.1 C 34.7 C
Street Blvd.
3 Golden Gate Dublin Signal 9.6 A 16.0 B
Dr. Blvd.
4 Amador Plaza St. Patrick Signal 19.5 B 19.9 B
Rd. Way
5 Amador Plaza Dublin Signal 44.3 D 46.2 D
Rd. Blvd.
6 Village Dublin. Signal 44.6 D 36.1 D
Pkwy. Blvd.
7 Village Amador Valley Signal 52.2 D 40.1 D
Pkwy. Blvd.
8 Amador Plaza Amador Valley Signal 23.4 C 24.1 C
Rd. Blvd.
9 Regional Amador Valley Signal 8.5 A 17.8 B
Street Blvd.
10 San Ramon Amador Valley Signal 48.8 D 35 D
Rd. Street
Note : Analysis performed using 2000 Highway Capacity Manual methodologies .
4.3 Parking
Off-Street Parking
Off-street parking requirements have a significant impact on land uses and the spatial orientation
of the built form, as previously discussed in Section 3. A significant majority of the off-street
parking in the Study Area is surface parking. As shown in Figure 4-2: Off-Street Parking, there
are approximately 10,472 parking spaces in the Study Area. Assuming an average of 250 square
feet per vehicle (including driving aisles), this represents approximately 62 acres, or 22% of the
Study Area. Redevelopment of some portion of these surface parking lots represents an
important opportunity to create a more urban, pedestrian-oriented environment. This could occur
through the construction of parking structures constructed as separate structures or integrated into
newly constructed buildings.
5/22!2009 Page 22
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~~
The City of Dublin Zoning Code establishes parking standards by type of land use. Parking
standards for representative uses within the Study Area are shown in Table 4-2: City of Dublin
Parking Standards for the Study Area, below.
i aoie 4-c. wty or uuoun rancm g stanaaras for the sway Area
Auto Sales and Service 1 per 1,000 sf of indoor/outdoor display area l per
250 sf of office space, l per 400 sf of repair space and
1 per company vehicle
Gas Service Station 1 per 300 sf of corrrnercial sales area with a 5 space
(with mini-mart) minimum
Gas Service Station 5 parking spaces
(without mini-mart)
Banks and Financial 1 per 150 sf
Fast Food Restaurant 1 per 50 sf
Convenience Restaurant 1 per 100 sf
Full service Restaurant 1 per 100 sf
HoteVMotel 1 per room, plus 1 per 250 sf of office, l per 300 sf of
retail, 1 per 100 sf of restaurant, and 1 per employee
on the largest shift
General Retail 1 per 300 sf
Neighborhood Retail 1 per 300 sf
Warehousing and Distribution 1 per 1,000 sf
Office
(0 - 7,500 sf) 1 per 250 sf
(7,501- 40,000 sf) 1 per 300 sf
(40,000+ st) 1 per 350 sf
Note: "sf' =square feet
4.4 Pedestrian 8~ Bicycle Circulation
Downtown Dublin consists of relatively large blocks and large arterial streets. Most buildings are
set back from the street. On most properties, large surface parking lots are located between the
buildings and the street. The streets and development patterns in the Downtown are primarily
oriented towards automobiles, and they generally do not promote pedestrian and bicycle
circulation (please refer to Section 3 Community Character for a discussion of development
patterns). Sidewalks are located along all streets within the Downtown, as shown on Figure 4-3:
Pedestrian Circulation.
A Class 1 bicycle facility is provided along the west side of San Ramon Road extending north
from I-580, while Class 2 bike lanes follow San Ramon Road north of Dublin Boulevard.
Amador Valley Boulevard includes Class 2 bike lanes in each direction. A combination of Class
2 and Class 3 facilities are proposed along Dublin Boulevard, but have not yet been constructed.
A Class 3 bike route (signed bike route) extends along both sides of Village Parkway. Class 2
5/22/2009 Page 23
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
3~~
bike lanes and Class 3 bike routes are proposed on existing and future roadways south of Dublin
Boulevard (see Figure 4-4: Bicycle Circulation).
4.5 Transit Service
The Livermore Amador Valley Transit Authority (or "WHEELS") provides transit services
through the City of Dublin. Downtown Dublin is currently served by WHEELS Route 3 and
Route 10, as shown on Figure 4-5 Transit Routes. These routes provide access to the downtown
along Village Parkway and Dublin Boulevard, as well as numerous outlying areas. In addition,
WHEELS has approved a Bus Rapid Transit (BRT) route, which would provide improved service
between Downtown Dublin and Livermore, and eastern Dublin and the Stoneridge Mall area in
Pleasanton. Design for the BRT route is underway.
Bay Area Rapid Transit (BART) operates a Dublin/Pleasanton station located east of the
Downtown off of Dublin Boulevard via Demarcus Boulevard. WHEELS routes listed above
provide daily access to the BART station.
In addition, transfers can be made from the existing BART station to the Central Contra Costa
Transit Authority (CCCTA) or "County Connection" routes 121 and 970. These routes serve
Contra Costa Country areas to the north.
BART has begun construction of the West Dublin BART Station and parking garage, which is
located on the south side of the downtown area at the terminus of Golden Gate Drive. The new
station platform will be located in the median of I-580. Construction of this station will be
completed in 2010.
4.6 Conclusions
Traffic and Circulation
Traffic and transportation represent a significant issue and opportunity within the Study Area.
National retailers, which make up a significant portion of the land uses within the Study Area
generally prefer surface parking located directly adjacent to their storefronts, which can limit the
amount of parking lots that can be converted to building sites. However, it is important to note
that many configurations of the existing parking lots do not incorporate compact spaces. As such,
an opportunity exists to stripe these parking lots to accommodate additional parking spaces,
which could in turn allow for an increase in the buildable square footage, based on current city
parking standards.
Given the construction of the new West Dublin BART station, an opportunity exists to redevelop
the area south of Dublin Boulevard into amixed-use transit-oriented area. Extending St. Patrick
Way west to Regional Street and providing additional streets in a modified grid configuration
would enhance the pedestrian and vehicle circulation and provide improved access to the BART
station.
Roadway Capacity
The intersection of Dublin Boulevard and Golden Gate Drive currently operates at LOS A and B
during the AM and PM peaks hours, respectively. The addition of the BART Transit Village
traffic will not adversely affect the traffic operations at this intersection. The addition of the
5/22/2009 _ Page 24
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Repont
35~{j
BART Transit Station traffic to the remaining intersections on Dublin Boulevard may reduce the
LOS by one level, especially the ones operating at LOS D.
The intersections of Dublin Boulevard/AmadorPlaza Road, Village Parkway/Dublin Boulevard,
San Ramon Road/Amador Valley Boulevard, San Ramon Road/Dublin Boulevard, and Village
Parkway/Amador Valley Road all operate at LOS D during both of the peak hours analyzed. The
addition of traffic (approximately 50 peak hour trips or more) to the critical movements would
result in the levels of service deteriorating to E. The City capital improvements program includes
the addition of southbound and eastbound right turn lanes at the intersection of Dublin Boulevard
and Amador Plaza Road. The addition of these lanes will improve operating conditions slightly.
The roadways in the area are built out and limited opportunities exist for extensive widening.
However, by implementing signal timing improvements, establishing better lane utilization, and
controlling access points to the roadways, the levels of service may be improved to accommodate
additional development in the study area. Unless the City accepts lower service levels, necessary
improvements will need to be identified and analyzed as part of the environmental analysis on the
Downtown Dublin Specific Plan.
Pedestrian & Bicycle Circulation
Constructing the proposed Class 2 and 3 bikeways along Dublin Boulevard, Golden Gate Drive,
and St. Patrick Way should be a high priority improvement to help encourage non-motorized
mobility and access to the West Dublin BART station.
5/22/2009 Page 25
~~0
~J
J~
~o
\Po
-"1 ~ Legend
~~ Specific Plan Boundary
•
Existing PM Peak Hour Level of
S Service (LOS)
• LOS A -LOS C
O LOS D
~ R
d
C
f
ti
oa
way
on
igura
on
•
~
2-lane Undivided Roadway
~` •
,~
~
2-lane Divided Roadway
; j 4-lane Undivided Roadway
~ 4-lane Divided Roadway
\ \ ~\ ~ 6-lane Divided Roadway
~~ BART Rail Line
UH
N
Z
SS PPj~\GKY~
~~~ ~\
////~
Future Extionsion
of St. Patrick Way
-- ~6 -------- " ,t ~ /1 O~
Source: RBF Consulting (2007)
~~ 0 .25 .50 DUBLIN DOWNTOWN SPECIFIC PLAN
1 :~' Q Miles Vehicular Circulation
CDNHLI LTINO 520/09 JN 4Pt003t0 Figure 41
i• ~ i• ~ i• ~ i• i• i• ~ i• ~ i• ~ 1 i 1 i• / 1 ~ _>1 i•
{~ 1~ R ~?A ~ tJ ~!!~ \~~w _~" '~ ~ Y ~~~ ~ 8 ~ ~~f 1ti~` ..,t r.~ 1-~ ~ '1!~ '„. Yt \
~~ syii~6' t
~; rl~>_ - ,mac' ~•_I.,+~~ o ~
,~ ~~ SAVER ,~ ~~_/ ~- c ~• (
O m
7~.~ "' `dam .w ~ ~~•.
~~ ~ q
~~- .~~'
r.~~~ ~, ~~ .,~- :~.'
,~'~.,~., ~ = it~ (328)
~. ~' ~ ,% >
~ :. •,o ,o
.Ilf" ~ ~.
~~~ ' " ,.
~; ~ .-; ~ (2,797)
~ ~ _ - _, T ~ (385) ~~ ~ ~ , ~ ;•
~~
;~~ ~. ~ ~~~ii~ : 1d071 ~~ _
Source: RBF Consulting (20071
.25 .50 Miles
APPROXIMATE
,•;~~';~
_ - ~~~
,, ~,~- ~-
~~ , ~,
r!!~-'
~~
.~~~,~~
,. _.
~A'\ `,
~~ i
(1.222)
•
^ .
CONSULTING Y20I09 JN 40-100310
Legend
~~] Specific Plan Boundary
;) ~ Parking Zones
~....:
Parking Area
~~ (#) Parking Spaces per Zone
~ (approximate)
ti Total Parking Spaces within
~ Specific Plan Area =10,472
v~, r 4
d~t~ ` ~\`~ ~~ r
~~
_~
_'~~ 8~~~
f
~ f
\ ~ f
~~\ i
c~
~,
City ,f
Flea=_a nt r, r. ~\~
`/
DUBLIN DOWNTOWN SPECIFIC PLAN
Off-Street Parking
Figure 42
38 ~
z
O
m
m / /f
m ~` !~ ~~~
~ ;1 1
~.,_
~~~y~~ / ~Q~ `~
~'
' ~\~. . 6
7
., ~ 7Q 79
~ ~ . ~ rg ~-
',~ /t ~~. ~ ,.
~'~~ ~ r
o (~~ ~ ~~~. ~ ~~
~P~~
. ~ ~.
`~ ~ ,
110N~E0R% • ~ ~SS~~EZ
~ '~
`~~~' ~~ .
' ~ -•
_~ ~
I
_~
~ ~.
~~ ._ ~ ~.y*;.
7~ ~ .
~ ,,„
w
g ~t f \ ` ~ I {~ t'~~
~~~~~ ?~
!I -' g ~ T .,1 ~ ~ ' ti 'r ~ t~ L _ /~~~' ~ T i1 '~ 1
~ ~?-~, Itt_~~11 F~ 1{O~ ~ iii. 1 ~i4 +~~ i err-7 _flJ~ /h)~~ ~ylr.~~~ ~~ Lss~ r4;
-! 1'~Fy,;ri 4~. ~1, /Atz s„~- ~~1.,.^4.'~~` `~- -1~1 `~ ~~$ ~~+~i i~7 ~ ~~}~ ~~.;~~-~a ~f~. - ~~J
i
Z
Q
J
a
V
V
w ^
a
z
o.
z
S
z
J ~
m
~•
0
L
v
LL
N
$n
g
0
0
IM
~ ~'
d
7
LL
3 ~•
a
~,
c a
J0~
N
c
0
0
L ~ Z
n
Y
^
U ~ Z
'o ~
n ~
Sl(VfRGgT~ ~R.
.~
"~~
' ~•
t j
1 ,
' r t ~ i
1~ ~ t~ ~.
~,.~_ ~J
~~,~~~
~. .,;
{ --~-~~/
_ _ Legend
`
I C ~ Specific Plan Boundary
\
~ ~ Bicycle Circulation
y ' • ~ ~ Class 1, Existing, Bike Path
c1y 1
~~ ~
- - - ~ Class 1, Proposed, Bike Path
~ `~O ~ `
~ \ Class 2, Existing, Bike Lane
- ~ - ~ Cl
2
P
d
Bik
L
\ ~ ass
,
ropose
,
e
ane
~ ~ `, ~.
~ Existing Class III, Bike Route
. ,
',' Proposed Class I II Bike Route
~~ ,,~
~ .~. ,~\
~,
~ ~ ~ ~~
. •
~~o ~- • -
~~~~~•
! ~ -..
~ ~
.-
_.. t ~.
,- ~ .-
,,. ~ ''-
.-
.-
- ' ~-
.-
i~
~ • ~~
.'
•~ ~
',
WGNWPY'~
source: clry of uunun (zuuts)
^ ^ ^ N ~
CONSULTING szaoe,xvaaioos~o
500 1,000 2,000
Feet
City of
Pleasanton
I
DUBLIN DOWNTOWN SPECIFIC PLAN
Bicycle Circulation
Figure 44
~~
LEGEND
"WHEELS" Routes
~ Contra Costa County Connection Routes 121 & 970
~ Route 10
~ Route 3
~ Route 3V
~ Bus Stop
BART Route
----- BART Rail Line
/.~~~
/,
',
1
1
1
•~ '1
V~~'
Source: Livermore Amador Valley Transit Authority
0 .25 .50 Miles
^ ^ ^ ^ APPROXIMATE
DUBLIN DOWNTOWN SPECIFIC PLAN ccO
Tr~ncif Rn~ ~fn~ U~'
G O N H V LTI N O 5202009 JN 10-100310
/.- - \
./~~• ~ ~
/'
•~ ~ ~ oP '~
A~ ~ ~
L-
~Q ~ ~
I• • ,
/ 2 ~c
v SP~N~ PP~~ \
m ~
m op ~J
c /
i
'/'~.
.~-~
Figure 45
Downtown Dublin Specific Plan ~-~-~
Opportunities, Issues, and Strategies Report
5 INFRASTRUCTURE & SERVICES
5.1 Water
The Dublin San Ramon Services District (DSRSD) is the purveyor of potable water in the City of
Dublin. DSRSD purchases wholesale water from the Alameda County Flood Control and Water
Conservation District Zone 7 (Zone 7) who in tum purchases 70 percent of its water from the
State Water Project (SWP). The remainder of the Zone 7 water is from groundwater aquifers
through the Livermore-Amador Valley. The existing potable water distribution system for the
Study Area is shown in Figure 5-1: Potable Water System.
DSRSD, in collaboration with West Yost & Associates, completed a Water Master Plan Update
in 2005. The update recommends additional storage for the Central Dublin area and potable
water system facility improvements to support existing and future conditions. No additional
pumping capacity is required for Pressure Zone 1 (which includes the Study Area).
Future water demands for the study area were calculated using two methodologies: one based on
future population projection and per capita consumption and one based on future land use and
unit water use factors. Both are consistent with future population projections and land use
buildout under the City of Dublin's General Plan. Based on the fact that the four existing
Specific Plans within the study assumed a buildout of 3.2 M square feet ofnon-residential
development and 717 additional residential units, it is reasonable to assume that there is sufficient
water supply to service future water demand in the Study Area over the next 20 + years.
Within Central Dublin, the Water Master Plan Update recommends the construction of a 2.74
million gallon reservoir (Tank 1C) in Central Dublin (north of Dougherty Reservoir and north of
Amador Valley Road) to meet a storage deficiency at buildout, and to help alleviate low pressure
during peak hour demand conditions. In addition, new I2-inch and 20-inch diameter service
mains are recommended in the vicinity of the new Tank 1 C to fill the tank and distribute water
from the tank to the Central Dublin service area. These improvements have been incorporated
into DSRSD's capital improvement program.
5.2 Sewer
DSRSD is also the purveyor of wastewater collection services in the City of Dublin and a portion
of the City of San Ramon. DSRSD wastewater collection system includes over 170 miles of
sanitary sewers ranging from six to 42 inches in diameter that are from five to over 40 years old.
Wastewater is transported to a treatment plant located in the City of Pleasanton.
As shown in Figure 5-2: Sanitary Sewer System, the Study area includes a variety of collection
mains located within the existing public streets and on some private properties. Most of the
mains range from eight to 12 inches. All of the sewer mains drain into a 36-inch main, which
runs north to south along Village Parkway.
DSRSD, in collaboration with MWH Inc., completed a Wastewater Collection System Master
Plan update in June of 2005. Land use data form the basis for estimating wastewater flows in the
collection system. Land use data for the update were derived from the General Plans of the cities
of Dublin and San Ramon and various known development plans as known at the time.
5/22/2009 Page 26
Downtown Dublin Specific Plan `'C Z i°1~
Opportunities, Issues, and Strategies Report "(,~
Due to projected future demands, the update recommended the following sewer improvement
projects within the Study Area:
Dublin Boulevard West Relief Sewer -construction of a relief trunk sewer on Dublin
Boulevard extending west from Amador Plaza Road. This project, completed in 2008, is
designed to serve existing residential and commercial development west of I-680, as well
as the future Schaefer Ranch development in western Dublin, new development in the
vicinity of the proposed West Dublin BART station, and potential redevelopment and/or
densification in the Study Area.
2. Orchard Supply Hardware (OSH) Sewer Replacement - replacement of an existing 6-
inch to an 8-inch line to address maintenance issues (a sagging line and heavy flows and
grease discharged from adjacent restaurants) and to accommodate future high-density
mixed-use development projected for the area south of Dublin Boulevard.
5.3 Storm Water
The City of Dublin Public Works Department maintains the City's storm drain pipelines that are
located within the public streets (see Figure 5-3: Storm Drain System). Zone 7 owns and
operates regional storm drain facilities that collect runoff from the City. Because the Study Area
is largely built-out, stormwater flows to collection distribution systems are expected to be similar
to or possibly reduced (due to improvement management practices) as part of future development.
Several properties within the Study Area are located within the Federal Emergency Management
Agency (FEMA) 100-year floodplain (see Figure 5-4: FEMA Flood Zone). New construction is
subject to floodplain regulations. The Zone 7 Stream Management Plan contains plans to retrofit
the culvert that carries water from Dublin Creek under Donlon Way. The retrofit will increase
the culvert capacity and minimize the risk of flooding in the area under the existing specific
plans.
5.4 Conclusions
Both the Water Master Plan and Wastewater Master Plan (both completed in 2005) based future
demand (in part) on the City of Dublin's General Plan and respective Specific Plan growth
projections. Based on a review of these projections and discussions with DSRSD staff, there is
adequate capacity to service buildout of the downtown area.
Because the downtown area is already developed, surface drainage conditions are already at peak
conditions. Any new development could potentially improve stormwater conditions through the
application of Low Impact Development (LID) and Best Management Practices (BMPs) to
groundwater infiltration and thus reduce off-site stormwater flows.
5/22/2009
Page 27
Source: c;iry of Uublln (ZUUS)
' ~ o soo i ,ooo z,ooo
~ ~ . N Feet
CON 9 U LT I N 6 r s~2oios JN 40.100310
DUBLIN DOWNTOWN SPECIFIC PLAN
i
Potable Water System ~
Figure 5-1
~ ~,.
_ . \ Legend
~,~~.. _
~ C ~ Specific Plan Boundary
1 ~ Sewer Main Diameter
~"
- r ~ ~ Less than 8"
1
~~ ~/~ 8"-12„
~ sssssi Greater than 24"
. ' ~i
t ~,~
N ~ ~ ~~ ~~ ~
~'V' ~ 1 s
,. ~
sl~
1~
I
~ 1~
~ ~ ~
~ s A~~~ ~
.~ ~ ~~~
~ ~ ±~I. ~ /
,, ~,
~-
~ S
` u
` u
• kwAv
~ p1.~ ~
'~ c'~3-
'` ~~~~r
• ~ ,
Source: City of Dublin (2008)
DUBLIN DOWNTOWN SPECIFIC PLAN
0 500 1,000 2,000
~ . ~ N Feet Sanitary Sewer System
CONSULTING yzoroe.aaaaioo3io Figure 5-2
i
~~oqp
7p
Z
n
r M =
~~
11
~~"~° ~ ~
m ~ ~~uN
~a
vY''
~ i
' `~
T
•
,i
•
Legend
L1 Specific Plan Boundary
Drainage Culvert
Drainage Channel
Storm Drain Pipe
1'
1
~~
4~
City of
Pleasanton
aource: airy or uu~un tzuua~
o soo t,ooo z,ooo DUBLIN DOWNTOWN SPECIFIC PLAN
N Feet Storm Drain System
...
CONSULTING srzoiosdNao-too3io
Figure 5-3
~~ _~ ., ..
,~ ~\` ,
> ~ ~ ~,_
~~T p~
1y. ` ~~,
.r _ S~LVER~ATF D R. , `1~
~ ~ S~
1 -r~-.. ~ ~ ~ ~
~~~
~~
~.,
- -..
~r -$ ,~ z
0
~, ,. \
~~_~ r ~ ~~
~`,~
,;
~~1~~ .~ -
~~
'%= Legend
~.. _
'~ C _~ Specific Plan Boundary
T ~_
~. ~ Parcels
^ Building Footprints
FEMA Flood Zone Elevation
FEMA Flood Zone
` 0.2%Annual Chance
~j 100-Year Flood Zone
~ I
r ~TrT
~~7~
t del/N BLVD
.~ /
,~ ~
°~r~
~~/~,
~~
r<~ ~
N\GNWAV 580
City of
Pleasanton
~ tea, ~~ i •sf
~-- ~ ~~~ r
Source. Clty of Dublln (2008)
DUBLIN DOWNTOWN SPECIFIC PLAN
~ ~ ~ N Feet
~ ~ 500 ~~~~~ 2.000 FEMA Flood Zone
CON 9 LJ LTI N G 5~20/os JN aamo3lo
Figure 5-4
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
6 ECONOMIC ANALYSIS
A focused market study (Study) was prepared by Keyser Marston Associates (KMA) as part of
the background analysis for the Study Area. The purpose of the study was to provide an
overview market analysis, the potential opportunities and constraints to achieving the mix of land
use and future development that would best meet the City's vision and goals for the downtown
area.
The study focused on six areas, which include Demographics, Retail, Hotel, Residential, Office,
and Mixed-use (specifically in transit oriented developments [TODs]). Findings related to these
areas are summarized below in Table 6-1: Summary of Project Market Demand and described
below. A complete copy of the Downtown Dublin Specific Plan -Focused Market Study (May
2009) is available as a separate document from the City.
Table 6.1: Summary of Project Maritet Demand
~ ~..
- ~• ~-
Retail
Comparison Retail 400,000 sf ~ Demand likely to be rrwstly Opportunities will still exist for niche andlor one-of-a
Eating and Drinking 115,000 sf ~ absorbed by vacant space kind retailers
and space in pipeline.
Convenience Retail 115,000 sf' 115,000 sf'
Hotel
Full- and Focused- 111 rooms s 100 to 120 rooms (in A 150 room hotel at the West Dublin BART station has
Service addition to the 150 room conceptual approval
approved hoteQ~
Extended Stay/ 2,484 rooms s 552 rooms s Dublin is well positioned to capture its fair share
Suite Hotels
Residential
3,021 units ~ Demand for new residential Opportunity exists for future residential development
units will be enhanced by downtown to incorporate the concept of an in-town,
BART & Urban Village transit-oriented urban village
concepts
Office
360,000 sf ~ Limited demand for new There may be opportunities for large, single office,
office space except owner owner-user building, differentiated products such as
or user driven office condominiums, andlor office as a supplemental
use as part of a mixed-use project
Demographics Population Growth Workforce
2007 2015 2007 2015 Potential constraint to the City's near term future
44,000 63,100 ~ 16,400' 21,100 ~ growth is of course the impact of the economic
~ recession on the housing market and local economy
Mixed-use Qualitative Assessment
Maed-uses in TOD projects appear to be successful These projects tend to be complex and thus more
in enhancing the image of the city/downtown, difficult to finance and implement and often require
achieving a high occupancy andlor lease rate, increased City involvement and a well established and
seating a major activity node or destination, and experienced developer
sparking nearby public and private investrnents.
Net demand takes into account surplusNacancies, projects under construction, and planned and approved projects.
~ Refers to data for the Ci of Dublin.
5/22/2009 Page 28
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~~vV
s Refers to data for the entire Tri-Valley region.
6.1 Demographics
Existing Conditions
The City of Dublin is located in the Tri-Valley region consisting of (in addition to the City of
Dublin) Pleasanton, Livermore, and San Ramon. In the period between 2000 and 2008, the Tri-
Valley region experienced a rapid population growth from an estimated 214,000 to over 253,000.
During the same period, Dublin's population increased from approximately 30,000 to about
44,000, representing nearly 35 percent or a third of the Tri-Valley region's population growth.
The population in Downtown Dublin increased from an estimate of just under 200 to nearly 300
people and represents approximately one percent of the City's population.
As of 2007, Dublin's workforce was estimated at 16,400, of which 26 percent were employed in
financial and professional services, 23 percent in retail, 23 percent in other industries, 14 percent
in manufacturing/wholesale, 7 percent in mining and construction, and 6 percent in health,
education and recreational services. Based on the most recent ABAG projections, the City's
average household income of $112,700 is slightly lower than the Tri-Valley's average of
$125,800.
Market Opportunities and Constraints
The projections for the period ending in 2015 anticipate that the City of Dublin and the Tri-Valley
region will continue its rapid population growth, reaching an estimated population of 63,100 and
293,400, respectively. The City's downtown residential community is anticipated to increase
five-fold, for a total of about 1,500 residential units, of which about 617 units have been planned
but not yet constructed.
An estimated 4,700 of the region's 26,400 new jobs projected for that period will be generated in
the City of Dublin, mostly in the retail, financial and professional services, and other government
sectors. However, in the near term, growth will be impeded by the current economic recession.
6.2 Retail
Existing Conditions
According to data from the Shopping Center Directory, project information available from the
City's website, and City staff, Dublin has about 2.8 million square feet of retail space, including
about 1.5 million sf of existing region serving retail. This excludes gas station/service stations,
bowling alleys, hotels, and auto dealers.
Two major centers, Hacienda Crossings (440,000 sf), and Dublin Place Shopping Center
(440,000 sf) account for over 50% of the region serving inventory. These centers have not been
immune to current retail issues, especially Dublin Place, which now has major vacancies in the
Mervyns and Expo Design Center stores.
Major vacancies (> 10,000 sf) of retail space in the downtown as of May 2009 are listed in the
Table 6-2: Major Vacancies in Downtown Dublin, below, and shown in Figure 6-1: Vacant
Buildings.
5/22/2009 Page 29
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
Table 6-2: Major Vacancies in Downtown Dublin
Expo Design Center 95,000
Menryn's 85,000
Circuit Ciiy 35,000
Good Guys 30,000
Andersons 16,000
Western Appliance 11,000
Golfsmith 10,000
Total 282,000
The current recession, in addition to causing vacancies in previously occupied space, is also
causing vacancies in Dublin at locations of newly built space, e.g., Grafton Station, or is causing
projects to be placed on hold, such as the proposed 305,000 sf "lifestyle" retail project proposed
on Dublin Blvd., just west of Hacienda Drive, known as The Green at Park Place.
Market Opportunities and Constraints
Comparison Retail and Ealing and Drinking
Notwithstanding the dramatic nature of the current slowdown, this analysis assumes economic
recovery will occur and that basic market forces will resume sometime in the next 12 to 18
months, and carry forward to 2015. Looking forward in this manner, the City of Dublin is
anticipated to capture approximately 36 percent of the total expenditure potential from the Tri-
Valley region households through 2015, based on its share of the future retail space relative to the
Tri-Valley.
Accordingly, KMA estimates that there could be demand for over 500,000 sf of region serving
space and eating/drinking space. However, there is already that much space in the pipeline given
construction or proposals for at least four projects including The Green at Park Place, Grafton
Station, The Promenade and the Fallon Gateway, and - notwithstanding a recovery from the
current lapse in consumer spending -some demand will be diverted to filling the current high
vacancy in retail space.
~~~
Therefore, owners of retail businesses downtown must anticipate a very competitive environment.
However, Dublin remains an attractive retail location for niche and/or one-of-a kind retailers that
are currently unrepresented or under-represented in the Tri-Valley. These retailers may seek to
establish a presence in the City so that they will be able to gain a competitive edge and/or location
in anticipation of future demand. Example of potential niche retailers include ethnic-oriented
stores, home furnishing stores such as Restoration Hardware, and specialty food stores such as
Trader Joe's. Some can be attracted to downtown because this older inventory has a lower cost
basis and should be able to offer attractive rents. Upgrades consistent with Specific Plan
recommendations will be important asset, as will the City's sales tax reimbursement program, the
later of which encourages land owners to improve the aesthetic nature and physical appearance of
5/22/2009 Page 30
~~~
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
existing buildings and promote site improvements to commercial properties in the existing
commercial/industrial areas of Dublin.
Convenience Retail
For Convenience Retail, which is typically represented by a major food and/or drug store, there is
likely to be market opportunities in addition to the two existing Safeway stores and the 99 Ranch
Market in the City. Net new demand (just over 100,000 sf) is anticipated to support at least one
new major supermarket such as the Whole Foods planned for the Green at Park Place. Some of
this demand could also occur in downtown, but likely in limited quantity.
6.3 Hotel
Existing Conditions
The greater Dublin hotel market area encompasses the entire Tri-Valley region. The Tri-Valley
region has 16 full- and focused-service facilities and 20 extended stay facilities. Based on
estimates prior to the recession, full- and focused-service hotels did not recover as quickly after
the impacts of 9/ 11 and achieved an estimated 66 percent occupancy rate as opposed to 76
percent for the extended stay facilities. The four hotel properties in the City of Dublin are
comprised mostly of extended stay and suite room products. Based on transient occupancy tax
(TOT) data from the City, performance of these hotels had recently been improving at an
estimated 10% per year, but has now declined by about 20% from the high because of the current
recession.
Market Opportunities and Constraints
Based on the demand/supply analysis, there is projected to be opportunity for a focused service
hotel in the approximate range of 100 to 120 rooms in addition to the one hotel of up to 150
rooms in the West Dublin Bart Station area that has already received conceptual approval. There
is also opportunity for extended stay/suite hotels, with a total of up to 550 rooms, in the City of
Dublin by 2015. A full service facility is not likely during this time frame due to its higher risk
level (i.e., the need for premium pricing to support its higher quality of construction, design,
services and amenities) and the likely difficulty of securing fmancing for the foreseeable future.
Thus, focused-service and/or extended stay/suite products are likely to be the more appropriate
industry response to the net room demand projected of up to 700 rooms in say 4 or 5 facilities
over the next several years. However, given the current market conditions, there is a strong
likelihood that hotel development, beyond what is currently planned associated with the West
Dublin BART project, will not occur by 2015, but still remains along-term possibility.
6.4 Residential
Existing Conditions
Until the current recession, housing for the last several years has been the strongest sector of the
Bay Area real estate market. As a result of strong demand, a significant number of residential
units have been built/entitled in the Tri-Valley region. In Dublin, about 6,500 units have been
constructed between 2000 and 2008. This large supply of new inventory is of course now subject
a very difficult housing situation.
5/22/2009 Page 31
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
For Sale Residential
5~~
During the past few years Dublin's home sales reflected trends similaz to the greater Bay Area.
Over 4,000 new for-sale single family and townhome/condominium units have been built in the
City since 2000. However, the unprecedented rate of sales has stalled as the recession hit.
For-Rent Residential
Apartment rents (over 2,000 units have been built since 2000) had been in decline the last few
years, then stabilized but aze now in flux due to the current turmoil in the housing market.
Current and proposed apartment projects are generally in the range of 45 dwelling units per acre
to as high as 60 dwelling units per acre.
6.5 Mixed-Residential
The City's recently completed, approved, and planned projects also include a significant
component of mixed residential development, which typically include a mix of condominium and
apartment units at a density of approximately 36 dwelling units per acre.
Market Opportunities and Constraints
In addition to the latent strong housing demand in the Tri-Valley and its diverse economic base,
there aze other market factors contributing to the strength of Dublin's housing mazket -despite
the current national recession. Among the contributing factors are restrictive land use actions in
the surrounding communities, most notably, the City of Pleasanton, which in recent yeazs has
rejected plans for at least two major new residential developments. Dublin, to the contrary, has
been active in residential development. Though activity is being impacted by the recession, still
it is likely that Dublin's share of the projected total future housing demand in the Tri-Valley for
2015 will likely be mostly met by units in the City's pipeline or with special features such as
proximity to BART, or because they are an additional component of an existing development.
With the completion of the West Dublin BART Station, Dublin will have two BART stations
within its city limits. Thus, future residential development downtown can incorporate the concept
of an in-town, transit-oriented, urban village. This development concept favors ahigher-density,
mixed-use solution. As demonstrated in other Bay Area communities, these mixed-use projects
have generally been successful in achieving high occupancy and/or leasing rates, creating a major
activity node or destination, attracting nearby public and private investments, and producing other
benefits for the surrounding azea. Based on the positive experiences of these types of mixed-use
products in other communities, it is strongly recommended they be considered as a major
component of future developments envisioned for downtown Dublin, especially in locations near
the new BART Station.
6.6 Office
Existing Conditions
The Tri-Valley office market totals in the range of 26 million square feet, consisting of about 60
percent Class A space, 20 percent Class B space, and the remaining 20 percent in Office/Flex
space.
The City of Dublin has an estimated office inventory of about 2.7 million sf, or approximately
10% of the 26 million sf in the Tri-Valley. Over half, or 1.5 million sf of the office inventory in
5/22/2009 Page 32
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
~Z~
Dublin is in Class A space, with about 400,000 sf in Class B space and the remaining 800,000 sf
in Flex space. This inventory includes both direct lease and sublease Class A, Class B and
Office/Flex buildings.
Since the beginning of the recession, office vacancies have increased in Dublin and elsewhere -
with vacancy now estimated at 15%-20%-and rents have decreased. Again, however, because
there is relatively little space in the downtown, the direct impact on downtown is minimal -
especially when compared to the dramatic impact of increased retail vacancies in downtown.
Market Onaortunities and Constraints
The Tri-Valley will continue to have a large amount of available office inventory, including both
existing direct and sublease space and the addition of new space from the completion of projects
already in the pipeline. However, when the economy rebounds, the Tri-Valley region is projected
to post significant job growth in the future and should add nearly 15,000 new office or office-
relatedjobs in the financial and professional services sector by 2015. The City is estimated to
have the potential of capturing nearly 1,500 of those new jobs by 2015. At the industry ratio of
250 sf of office space per employee, these new jobs convert into an estimated new office demand
of 360,000 sf by 2015. A significant portion of this net new office space demand can potentially
be accommodated downtown within the approximately 150,000 sf new office space building
proposed west of the West Dublin BART station. Other potential will be mostly user driven, with
users particularly attracted by BART proximity and an attractive downtown.
Given the current on-going economic conditions and the large amount of sublease and vacant
office space currently available in the Tri-Valley market (e.g., the Cisco/Emerald Point Business
Park), future demand for new office space is likely to remain relatively weak until these currently
available spaces are absorbed. As such, it is likely the existing vacancies could accommodate
most of the expected 1,500 new employees through 2015 without building any new office
buildings.
That said, there are some locational advantages for Dublin, such as the West Dublin BART
Station, which may provide a unique opportunity for anend-user that should be considered.
6.7 Mixed-Use (TOD's)
Existing Conditions
There are four examples of relatively recent vertical mixed-use projects that have been completed
in Dublin or nearby (an example in Dublin is Waterford). These projects have had a positive
impact on the communities, such as achieving a high occupancy and/or lease rate, creating a
major activity node or destination, and sparking nearby public and private investments.
Market O~gortunities and Constraints
Such mixed use projects should continue to be successful in Dublin, particularly in the vicinity of
the new BART station in the Downtown. It should be noted, however, that mixed-use projects
tend to be complex due to the different entities that will likely by involved. These types of
projects are still considered pioneering and thus are viewed to be higher risks than the traditional
single use projects. Thus, mixed-use developments are typically more difficult to finance and
require seasoned developers with proven financial capabilities and experience to be successfully
implemented.
5/22/2009
Page 33
Legend
~~ Specific Plan Boundary
_ Vacant Building
' ~ ` ~
~ • ~°` ~
Golfsmith (former) ~ ~~ e~
Anderson T.V. (former) 10,000 sf J ~ ~,-1 ~
16,000 sf ~- C Circut City (former)
~-^. • 35,000 sf
f ~,
sicveR~yrFORivE ~~m ~ ~ ~'~- ``, ~~~ •
Expo Design Center (former) ' v - ~ ,9~,
95,000 sf ~ , ~I •
' '-''~-= • ~$PA ~ tidy'';
"r ~~ ~P~ 9~ ~ ~s '~
^ ~
` +~ ~ • ~ ~-
~ `
~~ m ~
^ N ~
~ `` ~ -~••
~ ~~i ~ . ~ ~ ~ Goodi.Guys (former
p '~~ ~ ' • 31,000 sf--
i-~~
o~~E ~
o~e~~HO ~ a ~I
Mervyn's (former) ~ 9 S~ pPtR~~K • c
85,000 sf 1 ~ ~ a ~' ~ 'Y<
~~ ~,~ • m
. ~ N ~,, ~
! ~F~ ' N\GN~p~I c,YA
Western Appliance
(former)11,000 sf
J~
Q
~r
U
Gity cf
Pleacsnton
Source: RBF Consulting (2008)
0 50o tooo zooo DUBLIN DOWNTOWN SPECIFIC PLAN
^ Q Feet Vacant Buildin s W
CON~ULTINO 52409 JN 40.100310
Figure 6-1
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
7 GUIDING PRINCIPLES
J ~~
This section describes a set of guiding principles that will be used as part of the preparation of the
Downtown Dublin Specific Plan (DDSP). They are drawn from the focused market study, field
observations, interviews with stakeholders, discussions with City staff, and professional urban
design principles.
Within the new study area, three districts have been identified to establish unique development
standards and design guidelines that are unique to each district's needs (see Figure 7-I:
Downtown Dublin Specific Plan Districts). These districts are:
^ Retail District -comprised of mostly regional serving large-format retailers bounded
by Amador Boulevard, I-680, Dublin Boulevard and San Ramon Road
^ Transit-Oriented District -comprised of land south of Dublin Boulevard and within
walking distance to the West Dublin BART station
^ Village Parkway District -comprised of retail and service-oriented businesses along
both sides of Village Parkway.
Guiding principles for the DDSP study area as a whole and each district are described below.
The purpose of these guiding principles is to define a framework for future land uses,
development standards and design guidelines for the project area and each district.
7.1 Downtown Dublin Guiding Principles
1. Support short-term incentives to promote development in downtown Dublin such as
expedited permitting, reduced parking requirements, reduced water hook-up fees, and
sales tax reimbursement program (the later of which currently exists).
2. Consider the development of a community benefit payment in return for increased
density/FAR (i.e., density bonus/incentive program) that could be used to pay for public
improvements in the Planning Area.
3. Increase the amount of retail sales and related economic activity throughout downtown
Dublin.
4. Enhance the visual quality of downtown Dublin, including public streetscape
improvements (via the City's existing Streetscape Master Plan), entryways, on-site
landscaping and the appearance of individual buildings.
5. Create apedestrian-friendly downtown that minimizes potential conflicts between
vehicles, pedestrians and bicyclists.
6. Encourage a greater joint use of parking areas through compatible mixes of uses and
enhanced pedestrian connections.
5/22/2009 Page 34
Downtown Dublin Specific Plan
OpportunRies, Issues, and Strategies Report
'~ ~ V
7. Consider more flexible and appropriate parking standards that reflect verifiable demand
and consider the transit-oriented land uses in the area.
8. Work with property owners and business to achieve the goals and objectives of the
Downtown Dublin Specific Plan.
a. Work with local businesses and property owners to establish a business
improvement district that would help to fund downtown improvements.
b. Modify the existing traffic impact fee to offset the costs of providing requisite
traffic and transportation improvements.
7.2 Retail District Guiding Principles
1. Encourage and support large-format regional retail as an important community and
financial asset of the City.
2. Develop design standards and guidelines that support and enhance large-format regional
retail uses such as optimal building configuration and design, signage, more efficient
parking, parking strategies, pedestrian amenities, landscaping, etc.
3. Encourage a diverse mix of complementary land uses including civic uses, eating
establishments, entertainment, and similar uses that compliment existing retail land uses.
4. Allow higher density housing and additional units (over the 100 units currently allowed)
on the former Circuit City property.
5. Identify ways to improve/enhance non-vehicular and vehicular circulation and
connections that are pedestrian friendly, particularly in areas that contain large, expansive
parking lots.
6. Work with Zone 7 to relocate the existing storm drain that extends east -west through the
district to allow for greater flexibility in future redevelopment efforts.
7.3 Transit-Oriented District Guiding Principles
1. Promote transit-oriented development to create a distinctive and active district.
2. Retain existing auto dealerships while supporting their eventual relocation to other
easterly locations within the City of Dublin.
3. Identify opportunity sites for redevelopment that incorporate mixed-use and provide
public and/or private plazas and outdoor gathering areas at strategic locations.
4. Encourage underground and/or above ground parking structures.
5. Discourage housing along Dublin Boulevard unless part of a mixed-use development
with ground floor office or retail uses.
5/22/2009 Page 35
Downtown Dublin Specific Plan
Opportunities, Issues, and Strategies Report
7.4 village Parkway District Guiding Principles
1. Continue to support a diverse mix of complementary land uses along Village Parkway.
2. Create opportunities for integrating live/work units into the Village Parkway area.
3. Consider an appropriate site(s) for High Density housing.
4. Support the retention of existing light industrial businesses.
~~-U
SiZZ/2009 Page 36
Legend ~'t~- +,~ :~;• }'. r ~ ~ .. ' -~ 't1 ~' ~ '`•
Specific Plan Bounda ;' - ~ ~ l ~ ~' 1 '~ ~'` 4 v - ~ ~ ~ ~ ~ ~ :~ ~• ~ e
Specific Plan Districts ,, ;,~- ~ '"~ rt `~~ ~! _-• • ~,. ~ ;1; 9~ ~ ' ~ 1~ ~'~ , - :SSS~~~ ~;" .
~: ~`"
Retail District :• ~,:s~ ~s ~ ~~~~" ,t ~ rte. ~ `~-~ ~ TJ ~~, •~ ~,~~'t t ~ ~~ ~;
uTransit-Oriented District ~'; 9~1y'r, ; p ~~=• ~ . ~ ~~ _ ~ ~ e~ rt ~ ~ ~. , ,e ~~ ~ ,t' -
~t
L_ ~ Village Parkway District ~~ :~=~ ~ ~~ ~ ~ ~ 1 .~ ~~, Y,.'~° ~ ,~•.
--_ ~ ~ fi !l~' F
~`_fi ~ 't~-~ S)IVER~'.., ', ud~ i'~ _ ''~~i~ ';~~ 1 ' ~ _ r~ ~.~.-'?'=;F T\.\`' ~+' l ~. ~.d. '
"~.y~ y Si A $ in r~j - ~ ~ ~' ~~Vp. ~'M r ' s ~
t ~ ~ . ~ ~'. 1 , _!~' # ''~__ "`~ t ~ ~ ~` h VAS-~'~ 'g ~' -'~ ,~^~ F f `• . ~ "'Zl.- 'w ` tr
~t ~ i , +f '~~ ~ 4" .~. ~a~-~-~+~` t ..'?i " QOM i ~a .y .yti ~~;, yyt~-` i
* _ ~- ,~ i .
.; - ~. ~~^.l v-"' *1 ~ . ~: y ~+~ ~ Dig' ^~.
_ .~
+ -Y'1~ .rte * ~ c'O w ~"'s~ ~ ,~ '~
~?'T'~'~y~'~ ~f ~'~'- fir' ~ ~'S;'t~ r p. i C~ \\ '~ ~, ~f.
.f
t' ~L
. .
.. ~.
j~r\
- - --- ,--- , v)
DUBLIN DOWNTOWN SPECIFIC PLAN
0 250 500 1,000
Feet Downtown Dublin Specific Plan Districts ~
^ ^ ^ N
CGN9LILTING Y2^09JN 44100310 Figure 7-1 ~~