HomeMy WebLinkAboutDOWNTOWN MASTER PLAN - The Village Concept - No action taken d � .
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CITY OF HUNTINGTON BEACH �qo , 0
INTER-DEPARTMENT COMMUNICATION
MiNTINGTON BEACH
Ray Silver, a Zelefsky,
To Assistant City Administrator From ing Director
VILLAGE CONCEPT DEFINED March 29, 1991
Subject Date
The Village Concept for the City of Huntington Beach is comprised of seven (7) urban
design principles:
1. Promote Diversity of Use
2. Emphasize Compactness
3. Foster Intensity
4. Ensure Balance
�. Provide Accessibility
6. Create Functional Linkages
7. Build a Positive Identity
Simply stated, a village creates a pedestrian environment by encouraging a diversity of
uses that recognizes the relationship between the street and the storefront. Building
forms need to respect the pedestrian by setting back from the street as they rise above
the second story. The village concept will allow for flexibility in the ratio of residential
to commercial square footage while maintaining the integrity of the commercial street
frontage.
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DOWNTOWN PARKING DEMAND
BASED ON CURRENT CODE
Block Retail Restaurant
Office Other Total
33 sp 15 sp 373 sp
238
A 225 sp sp 583 sp 1 ,046 sp
g 172 sp 38 sp 53 sp 340 sp
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C 200 sp 100 sp 43 sp 173 sp
D 120 sp 40 sp sp 27 sp 127 sp
E 100 sp 67 sp 117 sp
F 50 sp 150 sp
G 150 sp 150 sp
H 150 sp 75 sp
I 25 sp 50 sp
233 sp 598 sp 2,551 sp
Total 1 ,192 sp 528 sp
—6—
TIME DIFFERENTIALS
The first factor is to determine the time differentials for the
various mix of land uses . Estimates need to be conservative for
peak parking demand and fluctuation factors (hourly, daily and
seasonal) in order for estimated shared parking supply to be higher
than actual parking demand .
In order for this concept to be successful findings must be made
that shared parking is sensitive to the amount of land use, the
specific land uses involved, and the combinations of land uses . To
obtain the maximum potential for shared parking, land uses with
dissimilar demand patterns need to be combined. The land uses in
mixed-use areas must produce peak demands of similar orders of
magnitude to achieve the maximum reductions in parking spaces
required as the result of time differentials . If the magnitudes
differ then adjustment must be made in the reduction assumptions .
The shared parking concept makes the following assumptions :
U Office/Retail use
• Weekdays, retail parking demand is lower than on
Saturday but competes with office parking demand.
• Weekend retail parking demand increases is accommodated
by the decrease in weekend office parking demand.
° Entertainment use
• Peak parking demand coincides during evening hours .
• Differences for the day of the week are significant,
weekend evening is the highest demand.
0 Retail/Entertainment use _
• Midday peak in retail parking demand complements the
evening peak in entertainment parking demand. However,
the potential for evening shopping hours may limit
shared parking on weekends .
° Beach/Entertainment/Retail
• Weekend midday will be highest potential for conflict .
Therefore, hourly, daily, and seasonal differences in the peak
parking demand for various land uses in a mixed-use development make
shared parking possible.
Based on the above assumptions a reduction in the necessary parking
requirements are appropriate in determining the actual parking
demand in the Downtown area .
-7-
TIME DIFFERENTIALS
HOURLY DEMAND BY PERCENTAGE
O • PEAK HOUR
Hour Office Retail Restaurant Theatre
of Day Weekday Saturday Weekday Saturday Weekday Saturday Daily
6:00 a.m. 3%
7:00 a.m. 20 20 8 3 2 2 _
8:00 a.m. 63 60 18 10 5 3
9:00 a.m. 93 80 42 30 10 6
10:00 a.m. 100 80 68 45 20 8
11 :00 a.m. 100 100 87 73 30 10 _
12:00 Noon 90 100 97 85 50 30 30%
1 :00 P.M. 90 80 100 95 70 45 70
2:00 p.m. 97 60 97 100 60 45 70
3:00 p.m. 93 40 95 100 60 45 70
4:00 p.m. 77 40 87 90 50 45 70
5:00 p.m. 47 20 79 75 70 60 70
6:00 p.m. 23 20 82 65 90 90 80
7:00 p.m. 7 20 89 60 100 95 90
8:00 p.m. 7 20 87 55 100 100 100
9:00 P.M. 3 _ 61 40 100 100 100
10:00 P.M. 3 _ 32 38 90 95 100
11 :00 P.M. _ _ 13 13 70 85 80
12:00 Mid- _ _ _ 50 70 70
night
MONTHLY VARIATIONS AS
PERCENTAGE OF PEAK MONTH
Month Office Retail Restaurant Theatre
January 100% 65% 80% 90%
February 100 65 75 70
March 100 70 90 50
April 100 70 90 70
May 100 70 95 70
June 100 75 100 100
July 100 75 100 100
August 100 75 85 70
September 100 75 80 80
October 100 75 80 70
November 100 80 80 50
December 100 100 90 50
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CAPTIVE MARKET
The second factor is refered to as the captive market, a term to
address the inner relationship of land uses . Certain land use
relationships in mixed-use projects produce a greater reduction in
parking demand. For example, office employees and downtown
residents supporting retail uses, retail patrons supporting
entertainment uses and Downtown employees supporting restaurant uses .
Although the captive market effect in mixed-use areas can
significantly reduce parking demand in Downtown Huntington Beach
there will be a limited amount of office uses (15% of the overall
gross leasable area) and the majority of the Downtown employees will
be working in the various food outlets . Therefore, an over all
reduction in the proposed parking requirements should be limited in
consideration of this factor . The true impacts of a captive market
can only be determined after a user survey has been conducted.
MARKET SYNERGY
Third factor is that of a compounding attraction, a greater number
of uses relate to a greater attraction.
The effect of market synergy is to create a market demand exceeding
that which would occur in developments with a single land use.
Market synergism, however, does not necessarily translate into a
corresponding increase in parking requirements; it may result in a
reduction because of the reduced demand for parking per land use as
the result of a number land uses within walking distance of each
other, which allows individuals to patronize more than one
destination on a single trip.
Therefore, whether or not the net effect of market synergy is to
increase or decrease parking requirements depends upon whether or
not the market support from complementary sources are included in
the analysis of each type of land use.
Although limited this impact on the Downtown parking requirements
should be included in an over all reduction.
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DOWNTOWN PARKING SUPPLY
Total Adjusted
t Parking Parking
On—street Total On—site Block Required Parking Parking Supply Demand
250 sp 291 sp
373 sp 200 sp 50 sp 310 Sp 815 sp
A 300 sp 10 sp
B 1 ,046 sp 50 sp 93 sp 258 sp
33 sp 50 sp 882 sp 133 sp
p 173 sp 832 sp 50 sp 1195 sp 112 sp
E 127 sp 145 sp 50 sp 145 sp 110 sp
F117 sp 95 sp 40 sp 100 sp 120 sp
G 150 sp 60 sp r 75 sp 150 sp 128 *sp
H 150 sp 75 sp 30 sp 15 sp 45 sp 75 sp
I 75 sp
Total 2,551 sp 1 ,770 sp
400 sp 2,170 sp 2,050 sp
—10—
CONCLUSION
The location of parking in relation to Downtown commercial areas is
constrained by the availability of land, its high cost (either in
dollars or in lost opportunit-ies) and the distance which people are
willing to walk from centralized lots or sturctures to reach their
destination. Studies have shown that in order to receive optimum
utilization by shoppers , a parking facility should bw within 300-400
feet of the commercial use which it serves . For workers, or other
people who are parking for the whole day, the distance can be as
great as 1, 500 feet . These constraints must be considered when
evaluating possible locations for parking facilities .
Parking spaces for Downtown shoppers should be provided at an
expanded number of curb spaces and in off-street parking lots and in
parking structures located within or immediatley adjacent to the
Downtown area . Parking controls, such as time limits and parking
rates, should be adjusted to maintain the desired use of these
spaces by shoppers and employees .
As specific projects are developed, such as certain commercial,
office and/or residential complexes, their individual parking needs
will be identified and satisfied through the construction of
specific and related parking facilities . These parking spaces
should be controlled to varying degrees and not open to general
public use.
New commercial and restaurant development on the beach side of
Pacific Coast Highway, on or adjacent to the pier, should be
constructed on top of a decked parking structure which could be open
to the public and would provide parking structures which could be
open to the public and would provide parking for a variety of
patrons of the pier facilities, the restaurants, and could serve as
additional parking for the commercial establishments along Main
Street, as well as the beach users . Since the periods of peak
parking demand for these different types of users vary to some
extent, the utilization of the parking structure will be improved
and parking revenues from it will be increased. New parking
anticipated for the ocean side of Pacific Coast Highway should not
be included in the calculation for available Downtown parking
supply, when and if constructed will serve as overflow parking in
the evenings for the inland commercial uses .
Public participation in providing parking will help to encourage
uses which otherwise may not be viable. The City could form parking
assesment District, or construct parking structures . Merchants
could then lease space in these structures on an annual fee basis or
by setting up a system of validated parking . As new development
occurs, each developer could be assessed an in-lieu fee to offset
the costs of building parking structures nearby, thus satisfying
parking requirements .
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REQUEST FOR CITY COUNCIL ACTION
cil
Date February 19 , 1991
Submitted to: Honorable Mayor and City Council Members
Submitted by: Michael T. Uberuaga, City Administra or
Prepared by: Michael Adams, Director of Community Developm�n
Subject: DOWNTOWN MASTER PLAN '
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Consistent with Council Policy? [ ] Yes [ ] New Policy or Exception
Statement of Issue, Recommendation, Analysis, Funding Source, Alternative Actions, Attachments: (277
STATEMENT OF ISSUE:
Transmitted for Council consideration is the draft Downtown Master
Plan "The Village Concept'
RECOMMENDATION:
Review and comment and continue action for further review of the
detailed development standards to the March 4 , 1991 City Council
meeting .
ANALYSIS•
In November 1990, the City Council directed staff to review the
City' s past actions for the purpose of defining the village concept
in terms of the Council ' s goals for the downtown core. This
transmittal is part two of the staff presentation on the Downtown
Master Plan. The purpose is to outline the parameters of the
village concept which is the follow up to the staff presentation on
January 28, 1991. It is hoped that through this exercise a unified
vision for the downtown will evolve with the existing redevelopment
projects as the building blocks for the new Master Plan.
The proposed Master Plan will require an amendment to the Downtown
Specific Plan in order to properly implement the village concept .
Staff is prepared to present an outline of the necessary changes to
the Specific Plan on a District by District basis .
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The focus of this report is on districts 3, 4 , 5 and 6 of the
Downtown Specific Plan (DTSP) generally bounded by Sixth Street to
the west, Lake Street to the east, Palm Avenue to the north, and
Pacific Coast Highway on the south an area of approximately 67
acres . The original intent of the DTSP was to encourage maximum
flexibility with a variety of commercial and residential uses . It
is this concept of maximum flexibility which needs to be addressed
and amended in order for the village concept to be implemented,
Greater land use controls and stricter compliance with development
standards need to be adopted, particularly in there four districts .
FUNDING SOURCE:
Not Applicable
ATTACHMENTS
1. Downtown Master Plan
2 . Downtown Parking Master Plan
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RCA - 2/19/91 -2- (8737d)
Downtown Huntington Beach
Master Plan
of
Parking
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Prepared by
Department of Community Development
January 1991
DOWNTOWN HUNTINGTON BEACH PARKING MASTER PLAN
The Downtown Master Plan for Parking is based on the concept of
shared parking . Shared parking is defined as parking that can be
used to serve two or more individual land uses without conflict or
encroachment . Shared parking can be considered when there are
variations in the peak accumulation of parked vehicles . Generally,
as the result of different activity patterns of adjacent or nearby
land uses (by hour, by day, by season) . It can also be considered
when relationships among land use activities result in attraction to
two or more uses on a single auto trip to a given area .
The City' s zoning regulations are expressed in terms of peak parking
indices or ratios for major types of individual land uses . Thus,
existing parking requirements may be overstated by requiring space
for the peak parking requirement of each individual land use.
Realistically, the peak parking demand for individual land uses in a
mixed-land use development can occur at different times . It usually
occurs by hour of day, but it is also significant by day of week or
season. Further, the proximity of the land uses encourages
multiple-purpose trips in which people attracted to a mixed-use
development visit more than one land use. Therefore, a single
parking space can be used to serve several land uses .
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LEGEND
A. Main Pier Two
B. Pierside Pavillion/Pier Colony
C. Second Block Rehab.
D. H.B. Promenade
E. Third Block West
F. Post Office Block
G. Town Square
H. North Main Street Block
l9'dad 1. Art Center Block
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The application of shared parking is appropriate in mixed-use
developments . Mixed-use developments are defined as developments
having three or more signifieant revenue-producing land uses . In
addition it should provide significant functional and physical
integration of project components (including continuous pedestrian
connections) . A mixed-use area should provide coherent development
plan specifying project phasing, scheduling, land uses, and other
characteristics .
The Downtown Master Plan is intended to provide for mixed-use
projects which will serve as a catalysts for revitalization and
create a unique and interesting place which incorporates land uses
that extend daytime activity periods into the evening . Combining
land uses has a number of advantages, including the opportunity to
take advantage of a captive market, certain economies of scale, and
cost savings associated with a reduction in the amount of parking
required .
In order for the revitalization of the Downtown to be effective
there must be an adequate amount of easily accessible public
parking . The preparation of a shared parking plan deals with more
detailed issues and relationships than traditional analyses of
parking demand. Knowledge of the site and intended land use
therefore becomes more important . In addition to square footage of
uses, it is necessary to describe both the physical and anticipated
functional relationships between the land uses . While the physical
relationships concern the basic layout , distances between land
uses, surrounding uses, proximity to transportation and other
parking facilities are equally important .
-3-
THE DOWNTOWN MASTER PLAN
EXISTING, PROPOSED AND ANTICIPATED LAND USES
BLOCK RETAIL RESTAURANT OFFICE OTHER RESIDENTIAL
A 45, 000 sf 10, 000 sf 10, 000 sf 12 Unit/ 112 du
Bed & Break.
B 34 ,459 sf 23 , 773 sf 16, 000 sf 1, 750 seat 130 du
Theatre
C 40, 000 sf 101000 sf 12, 000 sf
D 24 , 000 sf 4 , 000 sf 4 , 000 sf
E 20, 000 sf 8, 000 sf 68 du
F 10 , 000 sf 20 , 000 sf 40 du
G 30, 000 sf 89 du
H 30, 000 sf 80 du
I 5, 000 sf 5, 000 sf 20 du
J 8, 000 sf 40, 000 sf
Total 246 ,459 sf 92 , 773 sf 70 ,000 sf 539 du
-4-
DOWNTOWN PARKING DEMAND
The Downtown Parking Plan is—intended to cover the 67 acre core area
identified in the Downtown Master Plan. The area is centered around
the Main Street commercial corridor. The Downtown Master Plan
anticipates 250, 000 square feet of general retail, 90 , 000 square
feet of restaurant uses, 70, 000 square feet of office space, a 1, 750
seat theatre project and a small bed and breakfast facility.
The required parking by City standards would be a total of
approximately 2, 550 parking spaces in order to meet the anticipated
demand. However, a shared parking concept for this mixed-use area
can succeed if properly planned with convenient public parking
opportunities and easy pedestrian access . The true parking demand
can then be reduced by a factor of approximately 20-25%, thus
requiring fewer spaces with each individual project .
The Downtown Parking Master Plan does not address any residential
parking concerns . All residential parking should be required to be
satisfied on-site for each project . However, a reduction in
residential parking requirements may be proposed in conjunction with
new types of residential units .
Estimating the overall parking demand for a mixed-use development
simply by adding the peak parking requirements for individual land
uses produces an estimate that is too high. Actual peak parking
demand is substantially less than the gross peak parking requirement .
There are three factors which should be considered in projecting the
actual parking demand for mixed-use areas :
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1 . Time Differentials
2 . Captive Market
3 . Market Synergy
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DOWNTOWN PARKING DEMAND
WITH PROPOSED REDUCTION FACTORS
Reduction Factors
Block Total Time Captive Market Adjusted
Required Differentials Market Synergy Total
A 373 sp 26 sp _ 56 sp 291 sp
B 1 ,046 sp 188 sp — 43 sp 815 sp
C 340 sp 32 sp _ 50 sp 258 sp
D 173 sp 10 sp _ 30 sp 133 sp
E 127 sp _ 15 sp _ 112 sp
F 117 sp _ 7 sp _ 110 sp
G 150 sp _ 22 sp _ 128 sp
H 150 sp = 22 sp _ 128 sp
I 75 sp _ _ _ 75 sp
Total 2,551 sp 2,050 sp
—12—
In-lieu fees provide dollars for capital improvements, but not for
on-going operation and maintenance. One approach to covering these
expenses is to require continuing responsibility for off-site
parking by those developments which originally contracted for it by
charging yearly fees based on the number of spaces -provided.
Operations and maintenance could also be supported in part by
charging parking fees to user: These fees could be paid either by
the patrons directly or by the businesses through validating parking
tickets for customers . Even with some form of parking fee, however,
operating and maintenance costs may be so high that additional
subsidy would be required.
The Parking Master Plan proposes an overall reduction of
approximately 20% 500 spaces from the Code required number of
parking spaces . The proposed reduction is based on the premises
outlined in this report .
Staff recommends the following :
Time Differential Reduction - concept when retail and restaurant
uses are at peak demand office uses will be minimal, therefore,
parking should be ; 100% of retail, 100% of restaurant and 20%
of office proposed reductions - Block A - 26 sp, Block B - 42
sp, Block C - 32 sp and Block D - 10 sp. In addition, during
peak demand for retail and restaurant use theatre use will be
reduced, also according to statistic provided by Mann Theatres
peak use of a six-plex theatre is typically 75% of the abailable
seats; therefore, parking in Block B should be further reduced
by 146 sp (theatre at 75%) .
Captive Market Reduction - concept general retail in certain
areas will provide services for local offices and residents;
therefore, parking should be 85% of retail, 100% of restaurant
and 100% of office. Proposed reductions - Block E - 15 sp,
Block F - 7 sp, Block G - 32 sp and Block H - 22 sp.
Market Synergy Reduction - concept more than one general retail
use in certain areas will be patronized by shoppers on a single
trip; therefore, parking should be 75% of retail, 100% of
restaurant and 100% of office. Proposed reductions - Block A -
56 sp - Block B - 43 sp - Block C - 50 sp and Block D - 30 sp.
The provision of adequate parking is vital to the successful
operation of any commercial area . Residents, businessman, visitors,
and planners each have different definitions of the word adequate
when it pertains to parking . The procedures used to develop and
control parking spaces in typical urban areas vary appreciably and
at times become rather complex. Parking strategies for the Downtown
area, for both normal residential and commercial requirements, are
complicated further by the proximity of the beach and the different
types of parking needs of beach uses . The shared parking Master
Plan outlined in this report may provide the framework for the
solution to the City perceived parking problems in the Downtown area .
(7437d)
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Downtown Huntington Beach
Master Plan
of
Land Use
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"The Village Concept"
Prepared by
Department of Community Development
January 1991
DOWNTOWN HUNTINGTON BEACH LAND USE MASTER PLAN
(The Village Concept)
The Downtown Master Plan emphasizes the ocean, ocean activities,
forms, shapes and colors . The Downtown Master design concept must
concentrate on the City pier, realizing that all other areas within
the Downtown are linked either directly or indirectly to the pier .
The level of energy and excitement generated at the pier-head area
needs to be capitalized upon and spread through the Downtown core.
The pier area has the potential to accommodate a great deal of
activity by offering a variety of uses and services . However,
developments at the pier should also be scaled to a pedestrian level
with passive activities given equal consideration with more vigorous
activities . Pedestrian boardwalks on various levels and the pier
itself will offer views of the ocean and ocean activities . The
overall form and shape of all development in Downtown Huntington
Beach should allow people to see the. ocean from as many places as
possible. The pier area will continue to serve as the major
attraction in the City and should become the major activity node for
the Downtown area .
The Master Plan identifies the pier-head and the area immediately
across Pacific Coast Highway from the pier as the focus for the
greatest intensity of future activity and development . The
interdependence of public and private development activities can
create this major activity node at the pier-head.
It is important to emphasis the development of this node and
encourage this activity to extend up Main Street inland from the
ocean and to encourage pedestrian movement along the street . By
expanding this activity from the pier, the commercial core along
Main Street can become a lively shopping thoroughfare oriented to
pedestrians and offering opportunities to shop, dine or browse in an
ocean-related atmosphere.
LEGEND
1. Villas Del Mar
2. Huntington Bayshore
3. Town Square
4. Main-pier Phase
5. Main Promenade
6. Demonstration Block
7. 3rd Block West
1 8. Arts Center
9. Municipal Pier
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Main Street activities should extend inland to a second major
activity node proposed for the northern terminus of the downtown
core at Sixth Street . The activities in this area should be of a
year-round variety, providing the convenience of neighborhood
shopping and the clustering of public and private services, along
with new opportunities for living within walking distance of the
ocean. The prospect of two major activity nodes within walking
distance of each other on opposite ends of the Main Street
commercial corridor will tend to encourage additional activities
between these two locations .
The Master Plan for the Downtown core is intended to be compatible
with the adjacent transitional areas and the surrounding residential
neighborhoods . Outside of the Downtown core, the plan calls for
commercial uses which are intended to be compatible with the
existing residential uses immediately adjacent, and also to enhance
and reinforce the primarily residential character of the area . The
establishment of a secure private residential uses adjacent to, but
adequately buffered from, the public areas is one of the objectives
of the plan.
!
DOWNTOWN PROJECTS
To date the City has approved several projects within the downtown
core, thus setting the stage and context for future projects . The
attached map and chart illustrates the nature and scope of
development which have either been built or have received
entitlements to build.
1 . Villas Del Mar
STATUS: Built/Occupied
SIZE: 64 Two (2) and three (3) bedroom condominiums
HEIGHT: 35 feet, 2 stories
USES: Residential
2 . Huntington Bayshore
STATUS: Built/Occupied
SIZE: 159 Condominiums
HEIGHT: 35 feet, 3 stories over parking
USES: Residential
3 . Townsquare
STATUS: Completed/Partially occupied
SIZE: 10, 000 square" foot commercial, 73 condos, 16 townhomes
HEIGHT 38 feet, 3 stories over parking
USES : Residential/Commercial
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4 . Main Pier Phase I "The Pavillion"
STATUS: Completed/Partially occupied
SIZE: 90, 000 square foot entertainment/office complex.
HEIGHT: 75 feet, 4 stories
USES : Theaters, Retai-1/Restaurants, Office, Residential
5 . Main Pier Parking Structure
STATUS : Pending completion
SIZE : 834 parking spaces, 32, 000 square feet retail .
HEIGHT: 45 feet, 2 stories and 5 levels of parking
USES : Retail sales and parking
6 . Rehab Demonstration Block
STATUS: Ongoing/Partially completed and re-occupied
SIZE : 32,342 square feet commercial
HEIGHT 20 feet & 35 feet, 1 & 2 stories
USES: Commercial Retail/Office/Restaurant
7 . Third Block West - Newcomb/Tillotson
STATUS: Approved, but on appeal to City Council
SIZE : 28, 000 square feet commercial, 68 condominiums
HEIGHT: 45 feet, 3 stories over parking
USES : Mixed commercial, residential
8 . Art Center
STATUS: Pending completion
SIZE : 10, 000 square feet
HEIGHT 20 feet, 1 story
USES: Public Facility
9 . Municipal Pier
STATUS: Under construction
SIZE: 7, 500 square feet
HEIGHT 15 & 25 feet, 1 & 2 stories
USES : Restaurant, Bait Shop, Snack Shop
10 . Pierside Village
STATUS: Approve, but on appeal to City Council
SIZE : 40, 000 square feet
HEIGHT: 25 feet, 2 stories
USES: Restaurant, Snack Shop
-4-
THE VILLAGE CONCEPT:
There has been some confusion in recent months as to how the village
concept is defined. The definitions that are available in the
literature are abundant and diverse.
The Urban Land Institute (ULI) has identified seven principles which
help to create a village.
Principle No . 1 - Promote Diversity of Use
The basic objective in revitalizing the downtown economy is to
attract more people more frequently and hold them as long as
possible by creating a variety of reasons to come and to stay.
Principle No . 2 - Emphasize Compactness
The downtown should be compact and walkable, with a tight physical
structure and an efficient spacing arrangement .
Principle No . 3 - Foster Intensity
Development densities should establish downtown as the community' s
central place. But care is required to ensure that new large scale
projects do not overwhelm Downtown' s existing character or market
potential .
Principle No . 4 - Ensure Balance
Day and evening as well as weekday and weekend activity generators
should be interspersed to capitalize on the full economic
development potential of a multi-use approach.
Principle No . 5 - Provide Accessibility
A clear emphasis on pedestrian use must be established in the
downtown core if walking and street activity are to be encouraged.
A positive balance between vehicular and pedestrian use of the
street must be established.
Principle No. 6 - Create Functional Linkages
People must be able to walk between activity centers . Pedestrian
connections should link the Downtown' s major anchors and should
connect the core area with adjacent neighborhoods .
Principle No. 7 - Build a Positive Identity
Retailing, culture, entertainment, recreation and special events
programming, create an identity for a downtown.
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The question which is raised-after examining these principles is how
do they translate into practical development standards which
accurately reflect a village concept for Huntington Beach.
The seven principles above truly apply to almost any successful
Downtown. The key to a village concept is to achieve them in a less
intense, less urban atmosphere, with a greater sense pedestrian
scale.
Within these parameters we recognized the need to find a balance
between competing forces which influence the type of development
proposed. The intent in recommending changes always considered
protecting and serving residential neighborhoods, while still
allowing for the expansion of visitor/tourist activities . We also
recognized the need to develop both a nighttime and daytime
population that thrives during all seasons of the year .
Staff believes that additional new criteria also needs to be
analyzed by the City Council as part of the updated Downtown
Specific Plan.
In proposing revisions to the Downtown Specific Plan, staff limited
the scope of changes to three (3) basic issues :
1 . Determine the type and location of of uses most appropriate for
the downtown.
2 . Identify the intensity of uses for the downtown.
3 . Scale the architectural massing, building form and site layout
for the Downtown.
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ISSUE 1 - DETERMINING THE MOS-T• APPROPRIATE TYPE AND LOCATION OF USES
COMMERCIAL
Commercial uses should be concentrated along Main Street between the
Pacific Coast Highway and Sixth Street . Commercial uses should also
extend along the inland side of Pacific Coast Highway between Sixth
Street and Lake Street and to a limited extent on the oceanside of
Pacific Coast Highway at the pier-head. The ground floor in these
areas should be exclusively commercial retail and restaurant uses .
Second floor commercial should be permitted, however, limited to
those areas and activities which can take advantage of ocean views .
Other commercial opportunities should be allowed in the transition
areas along Fifth Street and Third Streets , however, commercial in
these areas should not be mandatory.
The commercial use along Main Street should transition from Visitor
Serving Commercial in the first block to general retail in the third
and fourth block. Development incentives should be considered to
encourage uses which enhance pedestrian activity on Main Street like
bookstores, record shops, art galleries, fast food outlets, etc.
Incentives should also be offered to retail uses which provide
services for Downtown residents such as barber shops, beauty salons,
food market and other take home food vendors . One incentive could
be a reduction in the required parking
By creating the identified commercial needs and providing incentives
to certain businesses, the City Council will be recognizing the
divergent demands for the downtown. It will also send a message to
the business community as to the type of businesses needed to create
a lively and vital atmosphere.
This concept will accomadate approximately 90, 000 square feet of
restaurant uses, 250, 000 square feet of general retail, a 1, 750
seat theatre and a 12 unit bed and breakfast complex, based upon
existing, proposed and anticipated projects .
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OFFICE -�
The most critical and problematic element of creating an active
daytime population for the downtown rests with the amount of office
space provided. Offices support restaurants, shops, personal and
business services , hotels, and the surrounding residential .
However, economically office space moves a project from black to red
ink due to the current weak demand. As a result, the development
community is hesistent to provide office space in a mixed use
project . In order for office use to be considered viable
development incentives and/or subsidizing may be necessary, for the
short term. As additional development occurs, and the downtown
becomes more active, we believe there will be a greater desire to
lease office space.
Office space in the commercial areas should be prohibited from the
street level unless it can be demonstrated that they are pedestrian
oriented. Pedestrian oriented office uses could be used to occupy a
small percentage of a the overall frontage.
This concept will accomadate approximately 70, 000 square feet of
office space based on existing, proposed and anticipated projects .
RESIDENTIAL
Currently residential development drives the economic decisions for
downtown development . Projects "pencil" based on the number of
residential units proposed in mixed use projects . The location of
residential units is very imnportant to this plan. Staff believes
that residential uses should be prohibited at the street level
within the commercial areas . Resistance to the development of
residential at street level will help to maintain the integrity of
the pedestrian atmosphere which has to be created for successful
revitalization. Residential uses should be distributed in varying
densities around the Main Street core. It would also be appropriate
for residential units to be constructed above the second level of
the street facade if setback far enough so as not to detract from
the pedestrian character of Main Street.
This project will accomadate approximately 500 new residential units
in the downtown core with an additional 500-700 units in the
surrounding area, based on existing, proposed and anticipated
projects .
I
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ISSUE 2 - IDENTIFY THE INTENSITY OF USES
COMMERCIAL
Currently the Downtown Specific Plan allows projects to be developed
up to eight (8) stories in height (approximately 90-100 feet) and
have a floor area ratio of 3 . 5 (3 . 5 x lot area) given a full block
consolidation in certain areas . This intensity of development is
economically unrealistic and undesirable considering the intensity
of new projects in the area . The original thinking behind the plan
was to allow for the widest range of opportunities and not preclude
any one option. Many of these development standards may be
inconsistent with the village concept .
The existing Downtown Specific Plan regulations have put too much
emphasis on the ratio of commercial square footage for each
project . Staff would recommend that the current ratio of 50 %
commercial to 50% residential for each block be reduced to one-third
(1/3) commercial to two-thirds (2/3) residential ratio . This would
still allow for approximately 400, 000-500, 000 square feet of
commercial and office development in the Downtown Core.
A major factor in achieving the village concept with the commercial
uses can be accomplished by keeping as many existing established
retail tenants as possible. Individual names are as much a part of
the existing downtown feel as is the existing intensity of
development .
OFFICE
The Downtown Master Plan encourages office use, however, there are
no specific standards in the DTSP that relate to office use. Staff
suggests that the intensity of all future projects be encouraged to
provide some office space. Staff would recommend that the parking
requirements for office space be reduced significantly to facilitate
office development .
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RESIDENTIAL
Currently, the DTSP has a graduated density calculation for
residential development based on lot size and frontage. Typically
the densities range as follows :
LOT SIZE (FRONTAGE) MAXIMUM DENSITY HEIGHT
Less than 100 feet 1 DU/2, 000 sf lot area 3 stories
21 DU/acre
100 feet up to but less 1 DU/1, 360 sf lot area 3-6 stories
than a full block 32 DU/acre
Full block 35 DU/Acre 6-8 stories
There are pros and cons to this method of encouraging property
consolidation through higher densities . Some planners believe that
you achieve a more cohesive and better integrated project when you
develop an entire block. Circulation patterns become more fluid,
driveways are minimized, and there are reduced conflicts with
adjacent properties .
The other school of thought believes that to only allow the higher
densities on large parcels, encourages massive projects . A certain
rythm to the street pattern is lost when lot consolidation is
encouraged. There may be situations where the City' s affordable
housing needs require higher densities on less than a full block.
There are other circumstances when the adjacent developed properties
are better indicators of the proper density for a site. The concept
of lot consolidation may not be consistent with the existing nature
of old town/town lot residential . High Density consolidations tend
to overwhelm the existing area and may be contradictory to a village
concept .
Staff would recommend that the City Council maintain the graduated
density scale for residential projects with an amendment to only
allow 35 DU/acre on parcels having 100 feet of frontage if 25% of
the units were devoted to affordable housing as defined by the
Housing Element .
This may be the first step toward encouraging the development of
affordable housing units to meet the redevelopment law
requirements . Staff estimates that the Main Pier Redevelopment
project area will have to provide at least 500 affordable housing
units in order to comply with the law. This is exclusive of
replacing affordable units removed through redevelopment actions .
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ISSUE 3 - SCALE OF DOWNTOWN DEVELOPMENT
The village concept is guided by principles of creating a greater
emphasis on pedestrian orientation and recognizing the role of
architectural design as it relates to the street . It is important
to remember that linkages between blocks need to exist if the
downtown is to be successful .
The intent of the Master Plan is to incorporate into the area a
strong, recognizable physical image and identity. This can be
accomplished by coordinating several related design features , for
example:
- Building architecture to reinforce a consistent theme or
style of architecture.
- An architectural style responsive to the climate and location
including the following :
plain wall surfaces built of stucco or block-smooth
surfaces ,
background wall colors from white to pastel shades,
inset windows shaded from sunlight,
brightly colored awnings, window boxes, flower pots, light
fixtures and other building accents such as entry doors,
creation of shade for pedestrians by use of awnings and
courtyards,
minimum of "reflective" glass,
outdoor eating and pedestrian areas to maximize views to
the ocean.
- Streetscape elements should be brightly colored accent
elements played off against the white and pastel of the
building forms and shapes .
- Public areas should be integrated into development proposals
in key locations or in conjunction with major consolidation
projects .
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- Signage, landscaping, -end lighting should be used to create
the visual character of the area .
- Graphic elements should be bright colors to contrast with the
background architecture.
- Landscaping should be used as an identify element to provide
interest and character to specific locations . This concept
will provide a logical, coherent, unified network of land
uses, activities and circulation systems .
- Landscaping materials for Downtown should be scaled and
clustered to establish a visual identity and extensively used
for buffering in transitional areas .
The height limits for all new development should be limited to a
maximum of three (3) and four (4) stories with the Main Street
frontage limited to one (1) and two (2) stories, except at the
intersect of Main and Pacific Coast Highway where a large building
bulk could be accomodated.
The Pavilion project and Third Block West development should be the
upper limits for height in the downtown. Ideally, Townsquare should
anchor the northern part of the Downtown Core. These developments
should serve as the cornerstones of the downtown and attempt to plan
within their dictates .
However, creating a village is not achieved soley by regulating the
height of the buildings that line the street . Rather, the more
critical relationship is the one formed between the pedestrian and
the street level building facade. The street level must be designed
to engage our attention. There should not be block walls to the
street but rather windows, displays, doorways, alcoves and outdoor
cafes . The possibility of interaction between inside and outside is
extended also to upper floors by providing balconies . These design
considerations are of primary importance to the street life created.
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CONCLUSION
The Downtown area has long served as an area of mixed uses and
activities . This area contains the City' s initial commercial core
and the original residential neighborhoods; along with the
recreational and oil production resources which have contributed to
the City' s identity.
The Downtown is comprised of a number of very distinct areas . The
transitional area surrounding the Downtown core should ensure a
gradual coordinated change in terms of heights, scale and uses,
between Main Street and the adjacent residential areas .
Main Street should continue to serve as a commercial core with an
emphasis on retail activities, however, an option for office,
residential or additional retail activities above the first floor
can be allowed. This multi-use aspect is intended to create a
lively place to be day or night for both visitors and residents .
Main Street should maintain a pedestrian-oriented shopping street
character . Commercial uses should be required on the ground floor
with building fronts close to the sidewalk to establish a more
intimate scale. In order to afford the visual, climatic and
recreation amenities of this unique area to a greater number of
people, higher residential densities should be provided. Offices
should be encouraged to located in this district in order to help
establish the desired Downtown atmosphere.
The commercial emphasis on Main Street can be achieved with varying
intensities, providing the commercial link between Orange Avenue and
pier along Main Street is not broken at the pedestrian level . This
district should encourage rehabilitation as well as new
development . The larger scale new development should not detract
from smaller infill projects, rehabilitation and new developed
should be scaled and designed with this intent.
The Downtown Master Plan proposes to continue this combination of
uses and activities with designations which provide for mixed-use
activities . The mixed-use designation is intended to encourage but
control a variety of uses .
(8235d)
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LEGEND
A. Main Pier Two
\\V B. Pierside Pavillion/Pier Colony
C. Second Block Rehab.
_�. D. H.B. Promenade
E. Third Block West
F. Post Office Block
G. Town Square
H. North Main Street Block
♦ 1. Art Center Block
�♦ �d J. Pierside Village
� m
f„
f �e•
H P
' G
Orange Ave.
N E F
1
Olive Ave. �
C D -
Walnut Ave.
1 A B
' N
Pacific Coast Highway
1
i
THE DOWNTOWN MASTER PLAN
EXISTING, PROPOSED AND ANTICIPATED LAND USES
BLOCK RETAIL RESTAURANT OFFICE OTHER RESIDENTIAL
A 45, 000 sf 10, 000 sf 10, 000 sf 12 Unit/ 112 du
Bed & Break.
B 34,459 sf 23, 773 sf 16, 000 sf 1, 750 seat 130 du
Theatre
C 40, 000 sf 10, 000 sf 12, 000 sf
D 24 , 000 sf 4 , 000 sf 4 , 000 sf
E 20, 000 sf 8, 000 sf 68 du
F 10, 000 sf 20, 000 sf 40 du
G 30, 000 sf 89 du
H 30, 000 sf 80 du
I 5, 000 sf 5, 000 sf 20 du
J 8, 000 sf 40, 000 sf
Total 246,459 sf 92, 773 sf 70, 000 sf 539 du
i
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