11 C I T Y O F F I L L M O R E D O W N T O W N S P E C I F I C P L A N NOVEMBER 13, 2001
C H A P T E R
A D D E N D U M
ADDENDUM NOVEMBER 13, 2001
C I T Y O F F I L L M O R E D O W N T O W N S P E C I F I C P L A N
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City of Fillmore
Downtown Specific Plan
Addendum
ADOPTED BY CITY COUNCIL
( Resolution 01- 2522 / 01- 2523)
REVIEWED AND RECOMMENDED
BY PLANNING COMMISSION
( Resolution 01- 511 / 01- 512)
Prepared for the City of Fillmore
By
Mainstreet Architects and Planners, Inc.
and
Stephanie Diaz, Land Use Planner
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Table of Contents
I. Introduction................................ 3
II. Land Use Element...................... 5
A. Specific Plan Area and
Central Business District............... 5
B. Railroad Property........................ 14
III. Specific Plan
Revised Growth Potential.......... 24
ADDENDUM NOVEMBER 13, 2001
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I. INTRODUCTION
The City of Fillmore Downtown Specific
Plan was adopted in March 1994, just two
months after the devastating Northridge
earthquake. Since then, the Plan has served
as a blue print for rebuilding the downtown
and for encouraging development of the
Railroad Property. A Specific Plan update
process was initiated by the City in 1999
to assess progress in the downtown and to
develop recommendations for fine tuning the
SpecificPlan.
During a one and a half year period, City staff,
the Specific Plan Update Steering Committee
and the City’s land use consultants reviewed
the downtown revitalization progress, issues
associated with the railroad operations in the
core of the downtown and issues facing the
business and property owners in the Central
Business District.
Visitors to the downtown ( both Fillmorites
and out- of- towners) were interviewed on a
Saturday during the Heritage Valley Festival.
What they liked most about Fillmore was “ the
lovely, typical American small town look, the
mountain views, historical architecture, the
train collection and exhibits, the museum, the
rural relaxed atmosphere, and walkability.”
When asked what they would change, out- of
towners indicated: “ Love it as it is, nothing,
it keeps getting better.” Fillmore residents
indicated that there were a few areas that still
needed improvement including: “ More shade,
more shopping, and more restaurants.”
Downtown business owners generally
found that business was improving. They
suggested that Fillmore should take better
advantage of the potential visitor- related
business opportunities generated by the
railroad operation. They suggested that
public improvements or signage could assist
in bringing visitors from the train concession
into the downtown for shopping.
During the Specific Plan Update process many
issues were raised and debated by the Specific
Plan Steering Committee regarding the
downtown in general as well as specific input
on Central Avenue and the Railroad Property.
At the conclusion of the assessment, it was
found that the Specific Plan’s vision statement
still rings true; that Fillmore is “ The Last Best
Small Town in Southern California.”
CITY HALL The success of the downtown is reflected in the
CENTRAL PARK FILLMORE & WESTERN RAILWAY
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C I T Y O F F I L L M O R E D O W N T O W N S P 11: 4 E C I F I C P L A N
new and renovated buildings along Central
Avenue, the new shops and restaurants, and the
growth of the train concession. The historical
museum complex on the Railroad Property is
progressing and the presence of the trains is
a distinctive and impressive sight. Especially
prominent is the success of the new City Hall
and Central Park that have carried out the
Specific Plan Goal to: Establish Central Park
and the immediately surrounding area as the
“ center of the CBD.”
Many of the Specific Plan goals, development
standards and schematic plans for the
downtown and the Railroad Property are
being successfully implemented. However,
the growing success of the train operation
and on- going support for Central Avenue
businesses need to be addressed in more
detail in the Specific Plan. Therefore,
this Addendum has been adopted as an
amendment to the1994 City of Fillmore
Downtown Specific Plan.
Where the text of this Addendum, including
goals, policies or development standards,
conflicts with the text in the original City
of Fillmore Downtown Specific Plan, this
Addendum takes precedence over the original
text.
Restored Historic Town Theater
on Central Avenue
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Core shall be redesignated as CBD
Transitional.
These Land Use Plan changes apply even
if the option to increase railroad service, as
described later in this document, is not pursued
or is abandoned in the future.
Increase Residential Density:
The 1994 Specific Plan and CBD zone
provided for residential build- out to occur with
a limitation of 15 units per acre. With bonus
density, up to eighteen units per acre could
be accomplished. Under the 1994 Downtown
Specific Plan restrictions, approximately 39
additional housing units could be built in the
CBD on vacant and/ or underdeveloped parcels
at a density of 15 units per acre. An additional
32 housing units were planned on the eastern
end of the railroad property. With the 15 unit
per acre limitation and the residential use on
the Railroad Property, only approximately 71
residential units could have been developed
in the downtown, including the Railroad
Property.
Studies of mixed use and all residential build-out
of typical downtown lots reveal that the
15 units per acre standard is too restrictive
and limits the economic viability of new
development with residential components.
Case studies on typical 25 foot by 100 foot
changes are made to the City of Fillmore
Downtown Specific Plan and are depicted in
Figure 11.1, as amended:
1. Seven parcels fronting on Palm Street
facing west, are added to the Specific
Plan area and the properties are
designated Central Business District
Transitional zone. These properties are
now subject to the Specific Plan land
use and design criteria as well as the
CBD Zone standards.
2. The CBD Core and CBD Transitional
boundaries are amended as follows:
Fillmore Street:
West side, south of the parcels fronting
Santa Clara Street: For these 8 parcels,
change from CBD Core to CBD
Transitional.
East side, north of the parcels fronting
Main Street: For these 13 parcels,
change from CBD Core to CBD
Transitional.
3. The CBD Core boundary is amended
on Santa Clara Street as follows:
The CBD Core boundary shall end
at the east side of Palm Street. The
properties previously identified as
and 50 foot by 100 foot parcels show that
a maximum of 50 units per acre can be
accommodated on top of street level retail with
on- site residential parking. Figures 11.2 and
11.3 illustrate mixed use build- out scenarios
with a residential density in the range of 25
to 50 units per acre. Not all lots in the CBD
will be able to attain the maximum density of
50 units per acres due to their particular lot
dimensions. A lot- by- lot analysis indicates
that vacant and underdeveloped CBD parcels
could actually build- out at 23 to 50 units per
acre.
It is understood that the design of projects
with increased density requires sensitivity
to access, light and air, parking and building
design. These issues are addressed in the
development policies within this document.
Increased residential density is desirable and
appropriate. It will assist the City in meeting
Housing Element mandates for new housing
opportunities while meeting the Specific Plan
goal to promote residential development that
contributes “ to the day/ night activity level in
the CBD.” Higher residential density will
allow more projects to be economically
feasible and therefore promote redevelopment
in the downtown.
The following CBD Development Policies
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are added to the City of Fillmore Downtown
Specific Plan:
1. The allowable residential density is 50
units per acre on lands within the CBD
Core Area and the CBD Transitional
Area. ( Residential build- out on the
Railroad Property would remain as
shown in the 1994 Specific Plan.
Higher density is not appropriate in
this area of the CBD.)
2. New projects proposing residential
or mixed use development with a
density over 18 units per acres shall
provide at least one of the following
on- site amenities such as: courtyard,
individual balconies, skylights,
children’s play area, common
recreation/ meeting room, laundry
facilities or additional covered
parking. The zoning ordinance shall
elaborate on the specific requirements
for each of these amenities.
These Development Policies apply even
if the option to increase railroad service,
as described later in this document, is not
pursued or is abandoned in the future.
Three Story Structures:
The 1994 Downtown Specific Plan and
EXISTING CENTRAL AVENUE STREETSCAPE
CENTRAL AVENUE STREETSCAPE WITH 3- STORY INFILL BUILDING
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1. Three story developments are
permitted within the CBD Core Area
on key sites which are determined
to be all corner properties and at
mid- block locations. No new three
story structure shall be built directly
adjacent to another existing three
story structure.
2. No structure shall exceed 48 feet
in height. This limit provides for
appropriate fire protection for the top
or, maximum, third story.
3. Three story structures are permitted
on the Railroad Property and within
the CBD Transitional Area for hotel
uses and also for affordable housing
projects that are restricted by the City
for long- term affordability. No new
three story structure shall be built
directly adjacent to another existing
three story structure.
4. No vehicle parking spaces visible
from the front of the building.
5. Architectural relief, detailing or
setback to soften the appearance of
the 3rd story shall be incorporated.
3- STORY MIXED USE BUILDING EXAMPLE 6 UNITS = 47 UNITS PER ACRE FIGURE
structures will allow more projects to
be economically feasible and therefore
promote
redevelopment in the downtown.
The following CBD Development Policies
are added to the City of Fillmore Downtown
Specific Plan:
the CBD zone restrict building heights to
two stories. Studies of potential three story
structures in the CBD reveal that if limited
locations are approved, the buildings could
provide a visual focal point for downtown and
provide an interesting break in the standard
two story facade along the commercial street
fronts. By allowing three story structures for
key locations and key uses, view impairment
would be limited within the downtown.
Providing an opportunity for three story
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MASONIC LODGE BUILDING ( DESTROYED 1994) FIGURE
11.3
These Development Policies apply even
if the option to increase railroad service,
as described later in this document, is not
pursued or is abandoned in the future.
Promote Central Avenue as the City’s
Pedestrian- Oriented Shopping District:
The train concession brings in a large number
of visitors that should be encouraged to visit
downtown businesses. A “ draw” is needed
to entice railroad visitors to walk up Central
Avenue and visit downtown businesses. As
a larger portion of Fillmore’s downtown
is being dedicated to train operations
through this Specific Plan Amendment, the
downtown businesses should take advantage
of the potential visitor- related business
opportunities. Several public improvements
would assist in bringing visitors from the train
concession into the downtown.
The following CBD Development Policies
are added to the City of Fillmore Downtown
Specific Plan:
1. A focal point should be provided in
the vicinity of the Central Avenue
and Sespe Avenue intersection. An
interesting feature such as a gazebo,
archway, Victorian clock, large trees,
special plantings should be provided
that will be visible from Central
Avenue, in the vicinity of Central
Park. This visual element will help
attract visitors interest when viewed
from the Railroad Property and entice
them to walk down Central Ave.
2. All buildings facing Central Park
shall incorporate at least one of the
following pedestrian- oriented design
elements, including but not limited
to: special entry way architecture,
recessed main entry, bulkheads,
transom windows, special building
design details ( tile, wood, or stone trim,
etc.), special door design, pedestrian-oriented
hanging signs, awnings,
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Figure 4.14 ( page 4: 8).
3. The vacant lot mid block on the west
side of Central Avenue between Sespe
Street and Main Street is a key site for
new development. New development
on this lot shall provide a pedestrian
walk way from Central Avenue to the
public parking lot at the rear of the
lot. This walk way shall be at least
12 feet wide and have a minimum of
14 feet of unobstructed height, if not
fully open to the sky. This building
shall also incorporate visual features
such as a tower element that creates
visual interest when viewed from the
Railroad Property. This building shall
incorporate the design requirements
for Central Avenue buildings and be
consistent with all applicable design
expectations of this document.
4. Provide streetscape improvements
along Central from Highway 126
to Sespe Street such as decorative
sidewalk paving, shopping directories,
new landscape planters and street trees,
and sidewalk widening for a special
pedestrian area at the vacant lot mid-block
on Central Ave. above Main
Street. In general, Central Avenue
sidewalks should not be widened at the
GABLES, BAY WINDOWS, BALCONIES, FIGURE
11.. 5
FINIALS, ETC. ARE ENCOURAGED WHERE
DEEMED APPROPRIATE TO THE BUILDING DESIGN
STOREFRONT DESIGN CRITERIA FIGURE
balconies, terraces or public plazas,
fountains, sculpture, outdoor seating,
decorative paving, decorative light
fixtures, or historical- theme glazing.
Additionally, the architecture shall
have civic presence comparable to
City Hall and the historic Bank of Italy
building. For further information,
please see Chapter 4 ( Private Property
Design Element) of the Specific Plan,
2 STORY MIXED USE BUILDING FIGURE
11.4
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expense of on- street parking. Small
widenings for planters, benches or
bistro tables can be accommodated
in the existing widened areas. The
location of existing and proposed
widenings should be analyzed for
pedestrian safety, driver visibility and
aesthetics. The decorative sidewalks
could include demarcations ( using
tile or brick) for private use areas that
allow benches, sandwich board signs,
potted plants, decorative displays or
sidewalk dining.
5. An important streetscape element is
the provision of a planted median in
Central Avenue from Highway 126
up to Santa Clara Street to provide an
aesthetic entrance drive to the CBD as
viewed from the Highway.
6. Provide designated tour bus and
trolley routes through downtown to
manage traffic flow and give visitors
an opportunity to view portions of
the downtown beyond the Railroad
Property. A suggested tour bus route is
shown on page 11: 10. This route may
be modified over time if circulation
and parking patterns change. Provide
all tour bus companies with maps
showing the tour bus routes, bus stops
and long- term parking areas.
7. Provide a designated tour bus stop
for loading and unloading visitors
on Central Avenue in front of Central
Park and in the western public parking
lot behind the post office. Adequate
shaded seating shall be provided.
Maps and/ or signs shall also be
provided to encourage visitors to
walk through the downtown before or
after their train excursion. A trolley
concession may be added to provide
a riding tour from the various parking
lots through the downtown.
8. Long- term tour bus parking shall be
provided in association with public
parking lots that are not visible from
Central Ave. Such areas include the
parking lot west of Central Avenue,
the Railroad Property and planned
public parking lots behind the shops
east of Central.
9. Provide a Downtown Way- Finding
Sign Program. A set of signs with
a consistent shape, theme and/ or
color shall be developed and placed
in strategic locations throughout
downtown. Destinations that need
to be signed include: City hall, post
office, tour bus stop, tour bus parking,
public parking, downtown shopping
district, railway promenade, train
depot, train boarding, train tickets,
historical museum, railroad round
house, winery, tourism bureau, senior
center, library/ memorial building, and
public restrooms.
10. Temporary window signs shall
be regulated for size, color and
time of display through the zoning
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QUALITY PEDESTRIAN ORIENTED
DOWNTOWN SIGNAGE
INDIVIDUAL METAL LETTERS
PROJECTING SIGN COMBINATION OF PROJECTING SIGN AND WALL SIGN
UNDER AWNING SIGN
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train service activities. This area also has been
used for storage of train parts and for heavier
train service. These uses have been determined
to have aesthetic, noise, and safety concerns
and therefore should be moved further from
the center of town by locating them on the
eastern portion of the Railroad Property ( the
lands east of Mountain View Street).
There is also a need for ongoing- heavy
maintenance including sand blasting,
painting, lifting locomotives with large
cranes and removal of wheel assemblies, as
well as storage of large spare train parts. The
movie industry that often films on the trains
also needs equipment storage areas. Other
locations outside the Central Business District
have been investigated to carry on the light and
heavy maintenance uses. However, no other
site has been found to be feasible. To ensure a
successful train concession, daily and special
train maintenance must be accommodated on
the Railroad Property at this time as there are
no other operationally and/ or economically
viable sites.
In accommodating train service and
maintenance within the Central Business
B. THE RAILROAD PROPERTY
Additional Railroad Property Goals:
During the Specific Plan Update process,
there was much discussion regarding the
appropriateness of a train concession in
downtown Fillmore. At the conclusion of
the process, it was determined that a private
train operation in the central business district
of a small town is unique. The only other
such endeavor is in Durango Colorado. The
potential visitor draw from the train operation
can be a significant source of business for
Fillmore’s downtown. Also, the jobs that
are created add significant employment
opportunities. These employees will patronize
downtown businesses. The City concluded
that Fillmore should remain the home of the
train concession currently operated by the
Fillmore and Western Railroad Company.
The train operation involves intense daily
service activities before a train leaves and
after it arrives back in Fillmore. These
activities include cleaning, food preparation,
electrical charging, water tank filling and light
maintenance. These services must be provided
at track side along the promenade. Currently,
the central portion of the Railroad Property
( from City Hall east to Mountain View Street)
provides land area to accommodate the daily
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District, certain operational restrictions
are needed. It is important to ensure that
business for downtown shops is not negatively
impacted, that public safety is maintained
around the railroad tracks, and that the property
has an appealing look. Of utmost importance
is that the train concession be able to operate
smoothly. It is also desirable to allow public
viewing of train operations wherever feasible.
The use of screen walls, safety fencing and
view fencing must be strategically located to
promote these characteristics.
The following Railroad Property Land Use
Goals are added to the City of Fillmore
Downtown Specific Plan:
1. To encourage and support the
long- term viability of the railroad
concession in the downtown, provide
the option of developing the central
and eastern portions ( from City Hall
eastward to the end of the Railroad
Property) for train maintenance and
support uses. These uses are an option
that would replace retail, theater and
housing uses called for in the Specific
Plan. If another area is found outside
the CBD for railroad support uses, the
original land uses called for in the 1994
Specific Plan shall be permitted.
2. Regulate railroad- related uses to
certain areas of the Railroad Property
and ensure that structures and outdoor
work areas are developed with a high
degree of aesthetic quality. Building
construction shall meet the Railroad
Property design guidelines and
outdoor work areas shall be screened
from public view unless public
viewing is purposely and aesthetically
incorporated into the design and
operation of the outdoor area.
3. Provide buffers and screening as
described in Figures 11.8 and 11.10
for some train maintenance areas and
provide public viewing areas for other
train operations.
4. Provide security fencing for public
safety and provide the train concession
with the ability to close certain public
areas during train operations.
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These Goals do not apply if the option to
increase railroad service is not pursued or is
abandoned in the future.
Amendments to the Railroad Property
Land Use Designations and Permitted
Uses:
The central and eastern portions of the
Railroad Property ( from City Hall to the
eastern end of the Railroad Property) provide
large areas of open land in close proximity
to the railroad tracks. This proximity allows
food preparation and daily clean- up activities
to be stationed adjacent to the train. On the
eastern portion of the property, side tracks can
be constructed to allow trains to access areas
for heavy maintenance.
The 1994 Specific Plan currently calls for
specialty retail with a possible performing
arts theater or senior housing with parking on
the central portion of the Railroad Property.
Housing is specified for the Railroad Property
east of Mountain View Street. By providing
for an option of train- related development,
commercial build- out in the central portion
of the Railroad Property would be decreased.
This option will reinforce Central Avenue as
the retail center of Downtown Fillmore and
will allow the unique railroad operation to
thrive.
The Land Use Element and Figure 3.5 of the
City of Fillmore Downtown Specific Plan are
amended to address the option of increased
railroad- related uses in the Railroad Concept
Plan, as follows:
1. Light train service and maintenance
shall be permitted in the central portion
of the Railroad Property, east of City
Hall and the Winery to Mountain View
Street, as depicted in Figure 11.7 and
page 11: 14, as amended. Light service
and maintenance uses include the
following: ticket sales, administrative
office, commercial kitchen with food
preparation, interior train cleaning,
fueling, light jacking, electrical and
water recharging. Exterior train
maintenance shall be allowed that
involves minor cleaning and minor
repairs. Welding, sandblasting,
painting or the use of cranes are not
permitted. Movie prop storage within
an enclosed structure is also permitted.
Train- related historical equipment
may also be displayed in this area.
2. Light train service shall also be
permitted in the eastern portion of the
Railroad Property ( east of Mountain
View Street) and north of the railroad
tracks. Long- term storage and display
of renovated train cars and locomotives
shall be permitted. Motion picture
and still photography as well as train-related
historic equipment display are
also permitted.
3. Heavy train service shall be permitted
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on the southern half of the eastern
portion of the Railroad Property ( east
of Mountain View Street) as depicted
in Figures 11.7 and 11.10, and page
11: 16. Heavy train service includes
remodeling services, sandblasting,
painting, welding, use of large cranes,
exterior renovation work, wash
racks, train wheel service, outdoor
storage of spare train parts and movie
equipment. Appropriate screening
and buffers per Figures 11.8, 9 and
10 shall be provided in addition to a
maintenance structure. A building or
outdoor screened area for movie prop
storage is also permitted. If this area is
not developed for heavy train service,
the area can be used for train- related
historic equipment display, public
parking or special events.
4. The public promenade shall extend
along north side of the railroad
tracks through the central portion
of the Railroad Property and end at
Mountain View Street. At the south
side the public prominade shall end
at the east end of the winery property.
A private sidewalk maybe extended
beyond that point. Appropriate
screening and buffers shall be
provided. Temporary closures to
limit public access may be permitted
during set times approved by the City
to accommodate railroad operations
and public safety. An elevated
promenade may be constructed east
of the winery to provide unique public
viewing of railroad cars and to allow
train maintenance staff to enter the
track area under the promenade to
service the trains
5. An east/ west pedestrian and bike path
shall be provided in the eastern portion
of the Railroad Property. A landscaped
area along the pathway shall serve as a
buffer between the existing residential
neighborhood and the train use.
6. Railroad use of the property east
of Mountain View Street should be
reviewed on an ongoing basis. When
and if the railroad does not need the
land, an analysis of other viable uses
should occur.
These Land Use Plan Amendments
do not apply if the option to increase
THE PROMENADE RUNS CONTINOUSLY THROUGH THE RAILROAD PROPERTY
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railroad service is not pursued or is
abandoned in the future. In that case,
the original 1994 Specific Plan will
guide development of the property.
If in the future it is determined that
railroad related uses will not occur
on the cental and eastern portions
of the Railroad Property, a Specific
Plan Update should be conducted to
determine the best use of the land
and appropriate development policies
appropriate at that future date.
Additional Railroad Property
Development
Policies:
To address the option of The following
Railroad Property Development Policies
are added to the City of Fillmore Downtown
Specific Plan:
1. Visibility of the pedestrian promenade
through the western and central
portions of the Railroad Property
may be increased through the use of
architectural or decorative features
such as archways, trellises, flagpoles
and banners. Larger archway elements
should be located at the track crossings
to emphasize the locations.
2. No operating trains shall be on the
tracks for more than four hours in
the area between Central Avenue
and the extension of Saratoga Street
unless authorized by the city. This
will promote access to the pedestrian
railroad crossings and provide view
corridors across the tracks.
3. The pedestrian and bicycle path on
the eastern portion of the Railroad
Property shall be paved and a
minimum of twelve feet wide. It shall
be designed to connect to a Pole Creek
trail system, if feasible. A ten to fifteen
foot wide landscape buffer with trees
and shrubs shall be planted along the
pathway.
4. The feature building planned for the
north side of the Railroad Property
adjacent to Central Park shall be
designed to avoid creating a visual and
pedestrian access barrier. This building
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should include a good size, upscale
dinner house on the ground floor, with
terrace dining facing Central Ave.
The building shall be designed with
pedestrian- oriented features, including
but not limited to: special entry way
architecture, recessed main entry,
bulkheads, transom windows, special
building design details ( tile, wood, or
stone trim, etc.), special door design,
pedestrian- oriented hanging signs,
awnings, balconies, outdoor terraces
or public plazas, fountains, sculpture,
outdoor seating, decorative paving,
decorative light fixtures, or historical-theme
glazing.
5. A train depot of approximately 4,000
square feet may be constructed
to provide ticket sales, public
waiting area, gift shop, historical
or train- related displays and train
administration. This building could
be an interim building prior to
development of a grand depot or
could be a first phase of a larger depot
structure.
6. If the grand railroad depot building is to
be replaced with a smaller permanent
depot, one and two story commercial
structures are permitted adjacent to the
depot. This commercial building( s)
shall be architecturally related to the
depot or a “ packing house style.”
7. A temporary or permanent railroad
platform cover to protect train
passengers from sun and rain is
permitted on the north side of the
tracks.
8. Central Park shall be provided with
additional shade. More trees around
the central plaza area, shade ramadas,
trellises, and/ or gazebos should be
considered.
9. The sunken bowl in Central Park shall
be leveled to provide a more useable
space.
10. Within 90 days of adoption of this
Specific Plan Amendment, the train
operator shall provide a phasing
plan to the City. This phasing plan
shall provide concept plans and a
schedule for development of the
central portion of the Railroad
Property and for removal of heavy
train maintenance, outdoor storage
uses, temporary/ trailer buildings and
the incubator business train cars. A
schedule and concept plans shall
also be submitted for development
of the eastern portion of the Railroad
Property for heavy train maintenance
uses including a maintenance building,
a storage building and outdoor storage
areas. The purpose of this phasing plan
is to address existing non- conforming
uses, to assure that the property does
not degrade visually and that long-term
goals are not compromised by
short- term projects. The City Council
shall review the submittal and adopt
a phasing plan. The adopted phasing
plan shall provide time limits for
completion of each portion of the
plan.
11. Public parking on the Railroad Property
shall be limited to small public lots in
the vicinity of the train depot on the
north side and west of the winery on
the south side. The majority of public
parking shall be provided on- street
at the Railroad Property frontage in
either diagonal or parallel form.
12. Railroad- related structures shall
be developed with a high degree
of aesthetic quality. The smaller
railroad depot shall be constructed
in a traditional railroad depot style.
Other railroad- related and commercial
buildings shall be “ packing house”
ADDENDUM NOVEMBER 13, 2001
ELEVEN
C I T Y O F F I L L M O R E D O W N T O W N S P 11: 22 E C I F I C P L A N
style as described in the 1994 Specific
Plan. Train maintenance and storage
buildings shall also be packing house
style with the exception of the Engine
House on the eastern end of the central
portion of the Railroad Property.
This building may be designed of
galvanized corregated metal with
large viewing windows.
13. Opaque screening, at least seven feet
tall, shall be provided for outdoor
storage.
14. Appropriate screening and security
fencing shall be provided along
the public promenade. No chain
link, wooden slats or barbed wire.
Temporary closures to limit public
access may be permitted during
set times approved by the City to
accommodate railroad operations and
public safety. Safety fencing built in
sections that can be unlocked and swing
across the promenade to restrict public
access shall be installed. An elevated
promenade may be constructed east of
the winery to provide unique public
viewing of railroad cars and to allow
train maintenance staff to enter the
track area under the promenade to
provide service to the trains. Light
SCREEN WALL EXAMPLE AT CORNER OF FIGURE
11.9
MOUNTAIN VIEW AND SANTA CLARA
train maintenance areas shall be fenced
so that public viewing is permitted.
Security fencing and public viewing
fencing shall be consistent with the
designs designated in Figure 11.8.
15. Security fencing and screen walls
shall be provided along public streets
to restrict public access and to screen
certain train maintenance areas.
Security fencing and screen walls
shall be consistent with the designs
designated in Figure 11.8
16. Commercial uses including retail,
restaurant, office, winery, hotel and
visitor- serving shall continue to be
permitted on the central portion of
the Railroad Property in the vicinity
of the planned depot on the north side
of the tracks and adjacent to the winery
on the south side of the tracks. These
buildings shall be packing house style
or architecture related to the winery
building.
Development Policies numbered 1 through
9 above, apply even if the option to increase
railroad service is not pursued or is abandoned
in the future. Development Policies numbered
10 through 17 above, do not apply if the option
to increase railroad service is not pursued or
is abandoned in the future.
ADDENDUM NOVEMBER 13, 2001
ELEVEN
C I T Y O F F I L L M O R E D O W N T O W N S P 11: 24 E C I F I C P L A N
III. SPECIFIC PLAN - REVISED
GROWTH POTENTIAL
Residential Build- Out:
Assuming that mostly vacant and
underdeveloped CBD properties would
redevelop with increased residential density,
an estimation was made of approximately 3
acres available for new residential or mixed
use projects. With a density allowance
of up to 50 units per acre, a maximum of
approximately 150 units could be built in
the CBD. If a number of other developed
commercial properties in the CBD are
assumed to redevelop under the 50 unit per
acre standard, the build- out could potentially
double to 300 units.
Commercial Build- Out:
The CBD commercial build- out under the
1994 Specific Plan assumed that all new
development would have a height restriction
of two stories. The new development policy
in this Specific Plan Amendment that allows
three story structures on key sites and for
key uses may provide a larger commercial
growth potential. A total of 24 properties were
analyzed for development or redevelopment
with an additional story for commercial use.
A total of 124,564 square feet of additional
commercial build- out, above that allowed in
the 1994 Specific Plan, could occur on key
corner or mid block lots in the CBD.
The remaining Railroad Property build- out
under the 1994 Specific Plan is 60,900 square
feet including the following uses:
Building Uses Square
Feet
Grand Railroad Station
with restaurant 12,000
s. f.
Central Park Feature
Building 12,000
s. f.
Hotel/ Bed and Breakfast Use 6,500
s. f.
Retail, Restaurants, Offices and
Performing Arts Theater 52,000
s. f.
Total 60,900
s. f.
If the option to develop railroad- related uses is
pursued on the central portion of the Railroad
Property ( from City Hall to Mountain View