The user's guide to the Route 66 design guidelines is intended
to provide interested persons with straightforward guidance for optimizing
the use of the design guidelines for projects and improvements to
properties within the Route 66 specific plan area (see Figure 1).
The user's guide includes a description of the purpose and applicability
of the design guidelines, an overview of how to get started using
the design guidelines, a step-by-step summary of the design process,
and information on where to get additional help with the design guidelines.
The Route 66 Design Guidelines are based on both Glendora's
History and its Future Vision
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A. Purpose
and Applicability of the Design Guidelines.
1. The
way in which land is developed and buildings are built or rehabilitated
influences both the overall image of a community as perceived by residents
and visitors and the attractiveness of a place to prospective and
existing investors and businesses. The Glendora general plan, through
its land use element, supports quality design throughout the community.
Additionally, the city of Glendora relies on its project approval
process to pursue excellence in architectural and overall project
design; including development and redevelopment within the Route 66
Corridor.
2. The
purpose of the Route 66 specific plan design guidelines, therefore,
is to provide consistent design guidance for the development and redevelopment
of the Route 66 Corridor that reflects the Glendora community's commitment
to quality, true-to-Glendora design and economic development. To this
end, a driving intent of the Route 66 specific plan design guidelines
is to be user-friendly (i.e., easy to find information and use of
simple, understandable language), easy to implement (by property owners,
small business owners, investors, design professionals, city staff,
planning commission, etc.), and well-illustrated to help articulate
the design objectives for the Route 66 specific plan area.
Building using Design Guidelines
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Building not using Design Guidelines
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3. The
guidelines will be used by city staff, the planning commission, and
the city council in the review of proposed projects in compliance
with requirements of the city's general plan and Municipal Code. The
guidelines are applicable to the following types of projects within
the Route 66 specific plan area:
a. Any construction requiring a building permit;
b. Projects/uses requiring a discretionary zoning application such as
a development plan review or conditional use permit;
c. Any construction (whether or not a building permit or zoning application
is required) that affects the exterior elevation of an existing building
or structure (e.g., replacing doors or windows);
d. A change in the exterior appearance of a building (e.g., painting,
reroofing, replacing siding) or similar changes; and
e. A change in the use of an existing building that requires additional
parking.
4. During
its review of applicable projects, city staff, the planning commission,
and the city council will use discretion in applying the various provisions
in the Route 66 specific plan design guidelines to specific projects.
It is not anticipated that each guideline will apply equally to every
project. In some circumstances, one guideline may be relaxed to facilitate
compliance with another guideline determined by the city to be more
important in a particular case. The overall objective is to ensure
that the intent and spirit of the guidelines are followed and that
the project respects its surroundings in terms of scale, character,
and orientation.
B. How
to Get Started. To most effectively get started using the Route 66
design guidelines, the following basic process is recommended:
Step 1: Read the Route 66 Design Context section
below for an understanding of general design priorities for the corridor.
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Step 2: The Route 66 specific plan area is divided
into the following 9 land use districts:
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● Barranca Gateway
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● Grand Avenue Commercial Gateway
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● Town Center Mixed Use
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● Glendora Avenue Gateway
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● Route 66 Service Commercial
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● Central Route 66 Residential
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● Lone Hill Gateway
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● Glendora Technology, Commerce, and Office
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● Grand/Route 66 Gateway
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Review Exhibit 5-1 to determine the Route 66 land use district
in which your project(s) is located.
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Step 3: Turn to the section of district-specific
design guidelines below that is written for the land use district
in which your project(s) is located. This section will provide you
with specific design guidance that will help your project(s) be compatible
with the character desired for your district.
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Step 4: Once you have reviewed the district-specific
design guidelines, review the area-wide design guidelines section
for guidance on a range of items that will help your project(s) be
compatible with the design features desired for the entire Route 66
corridor.
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Step 5: Subsequent to completing Steps 1 through
4, schedule a meeting with the Glendora planning department to review
your ideas, identify processes and requirements, ask questions, and
discuss potential issues, solutions and approaches. The department
is more than happy to help you be a successful part of the Route 66
corridor.
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Step 6: If you have any additional questions, please
call, write, or e-mail the Glendora planning department.
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(Ord. 2019 § 2, 2017)
Route 66 serves many important existing and envisioned roles
in the Glendora community. It is a major transportation corridor,
an economic backbone of local businesses, a symbol of a rich history
and future promise, and a place that many call home. It is also a
corridor in transition, evolving from a collection of different types
of development that occurred individually and incrementally (reflecting
the era in which they built) to one that seeks to achieve more compatibility
between adjacent uses and a strong design image that unifies the vernacular
architecture that does and will always exist.
To achieve the community's vision for a more vital and visually
enhanced Route 66, it is important that project designers both recognize
the unique design context of the corridor and make specific efforts
to enhance it. The elements that help define the envisioned character
of Route 66 include:
●
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Identifiable landmark buildings amidst understated buildings
and signs;
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●
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Views to surrounding hills and mountains and connections to
nearby natural resources;
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●
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Pedestrian scale environments within a larger auto-oriented
environment;
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●
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Good quality development with a feeling of being "handmade"
and "true-to-Glendora."
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To successfully maintain and strengthen the Route 66 Corridor's
existing character, project designers will be required to integrate
design features that support the city's efforts to preserve the authenticity
of Glendora and maintain an image of quality development. Following
the Route 66 specific plan design guidelines will help achieve this
goal.
A. Common
Design Principles. While every project is unique, each should demonstrate
adherence to certain design principles that are central to enhancing
the quality of the development along Route 66. This section provides
the basic design goals that each project is expected to address—building
upon the Route 66 design context section above. Newly-constructed
projects will have a greater opportunity to address each of the design
principles more fully, while projects that involve additions or remodeling
may be more limited in their ability to address each specific principle.
The following common design principles contribute to nurturing
compatible relationships between new projects, existing uses, and
future development—all in an effort to help ensure that projects
along Route 66 are well-integrated and demonstrate respect for Glendora's
unique character and sensitivity to the contextual influences of the
area, especially in terms of building scale and architectural design.
It is expected that all project proponents will strive to implement
the principles outlined below to the greatest degree possible. The
information in this design guidelines manual will help in achieving
this goal.
1. High
Quality. Maintain a high level of expectation for quality development.
Quality of development can be expressed in a variety of ways:
through the adherence to authentic architectural styles and details;
the honest and simple use of materials and colors; the provision of
useable open space (plazas and courtyards); the concern for human
scale and pedestrian orientation; and the use of landscaping to soften
the otherwise hard surfaces of structures and pavement. All projects
are expected to achieve a high level of quality.
Building of Higher Quality
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Building of Average Quality
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2. Human
Scale. Develop buildings that include human-scale details, pedestrian
amenities, and create new linkages between and within developments
where possible.
Glendora is a community that prides itself on its heritage as
a city and the history of its people. An important aspect of the Route
66 Corridor is to respond to the importance of people, while also
acknowledging the roles of transit and automobile transportation.
The extension of a human scale character throughout the Route 66 Corridor
is a basic design principle to be addressed by all projects. Project
proponents should demonstrate how the proposed project contributes
to the goal of human scale development along Route 66.
Building with Many Human Scale Qualities
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Building with Few Human Scale Qualities
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3. Vernacular
Character. Protect the existing vernacular character of Route 66 and
promote diversity in new development.
The vernacular nature of existing development contributes to
the unique identity of Route 66. New projects are expected to promote
a diversity of architectural style while maintaining continuity of
scale, pedestrian amenities, patterns of open space, and use of landscaping.
The guidelines accommodate a variety of architectural styles, including:
mission revival; Spanish colonial revival; art deco; moderne; craftsman;
traditional storefront; and contemporary highway vernacular. Choosing
which architectural style to use is in part a matter of personal choice,
keeping in mind both the existing architectural context and the desired
architectural character defined in the district-specific design guidelines.
Through these design guidelines, individual project designs should
respond to the basic character-defining features of each of these
styles as described later in this document (see the section on area-wide
design guidelines).
Many Architectural Styles Along Route 66 Contribute to
a Vernacular Character
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4. Development
Character. Promote a consistent and coherent rhythm of structures
and open spaces along the street edge.
The structures, and the spaces and landscaping between them,
create a variety of physical environments— rhythms—along
Route 66. The desired character within the Route 66 Corridor varies
depending upon the rhythms that exist or that are envisioned, as described
in each of the district-specific design guidelines sections provided
later in this document. Development character is achieved through
the thoughtful provision and arrangement of front and side building
setbacks, location of structures, plazas and courtyards, outdoor dining
areas, pedestrian paseos and linkages, view corridors and vistas to
surrounding hills/mountains, landscaped areas and other natural features,
and other details that, when aggregated, will create a positive rhythm
along Route 66. Development character also entails protecting adjacent
residential uses from the impacts of non-residential development.
Optimal Development Character Created Through a Coherent
Rhythm of Building Design, Streetscape, and Open Space
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Unpleasant Development Character Created Through Uncoordinated
Building Design, Open Space Placement, and Miscellaneous Streetscape
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(Ord. 2019 § 2, 2017)
A. This
section provides design guidelines and concepts, which are applicable
area-wide to projects within the Route 66 specific plan area. It is
organized into the following subsections to ensure the creation of
good community design and quality development:
2. Special
consideration commercial;
3. Industrial/business
park;
7. Signage.
Users of the design guidelines should consult city planning
staff for assistance with identifying the most appropriate subsections
for the subject project.
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B. General
Commercial. This subsection provides design guidelines and concepts,
which are applicable to commercial projects within the Route 66 specific
plan area, including retail, service, and office uses. It should also
be noted that the general commercial guidelines found below will also
be utilized for review of the special use commercial projects found
in the special consideration commercial guidelines subsection.
1. Site
Planning and Design Details.
a. Introduction. Proper site planning and design of new commercial development
contributes greatly to a quality visual environment and to a higher
degree of compatibility with surrounding uses. The following guidelines
should be incorporated into the design of commercial projects in the
Route 66 specific plan area to optimize site planning and design attributes.
b. Building Siting.
i. The siting of buildings should recognize the particular characteristics
of the site and should relate to the surrounding built environment
in pattern, function, scale, and character.
ii. Building siting and design should encourage pedestrian activity.
iii.
Buildings should face the primary street frontage and provide
direct linkages to the public sidewalk.
iv. When possible, freestanding buildings should be sited along street
frontages. Buildings sited along street frontages in conjunction with
landscaping treatment helps to screen parking areas.
v. Where buildings are sited along street frontages, ensure adequate
space for public sidewalk and landscaping. Additional building setback
should be provided to provide a sufficient and comfortable pedestrian
space between the building and street traffic.
Freestanding building sited along street frontages creates
a link to the sidewalk
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Whenever possible, place freestanding buildings along
street frontages
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c. Compatibility.
i. Commercial development uses should be buffered from residential as
much as possible. Building orientation, landscaping, and increased
setbacks should be used to provide adequate separation between incompatible
uses.
Substantial landscaping is encouraged to buffer residential
structures
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ii. Commercial development use should not face residential streets.
d. Pedestrian Activity Areas.
i. The sitting and design of buildings should facilitate and encourage
pedestrian activity.
Building siting and design should facilitate and encourage
pedestrian activity
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ii. Development should provide site amenities and other design features
that encourage pedestrian utilization.
Providing amenities at corner locations offer opportunities
for pedestrian activities
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Plazas at corner locations are encouraged
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iii.
When possible, buildings should be clustered to create courtyards,
plazas, and outdoor dining areas.
iv. Commercial buildings should be designed to maximize the relationship
with adjacent street frontage.
v. Pedestrian activity areas at mid-blocks corner locations are encouraged.
2. Parking
and Circulation Guidelines.
a. Introduction. Properly functioning parking areas are beneficial to
property owners, tenants, and customers and they contribute to the
design success of a property. Parking lots need to allow customers
and deliveries to reach the site, circulate through the parking lot,
and exit the site easily and safely. The following guidelines should
be incorporated into the design of commercial projects in the Route
66 specific plan area.
b. General.
i. Parking space and aisle dimensions should conform to city standards.
ii. A vehicle entering any commercial parking area in Glendora should
not be required to enter a street to move from one location within
the same parking facility or premises. Parking areas should be interlinked.
iii.
Parking lots should be designed with a clear hierarchy of circulation:
major access drives with no parking; major circulation drives with
little or no parking; and then parking aisles for direct access to
parking spaces.
iv. Parking lots should be divided into a series of connected smaller
lots utilizing raised landscape strips and raised walkways.
v. Parking aisles and parking spaces directly adjacent to the building
are strongly discouraged. Raised walkways and landscape strips may
be utilized adjacent to buildings to create this spatial separation.
vi. Parking should not dominate the site in areas adjacent to any street.
Parking should be concentrated in areas away from the street, behind
buildings and well landscaped.
Parking lots should not dominate the site
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c. Project Entry Design.
i. Entry drives should be adequately spaced apart from one another and
from street intersections to optimize vehicle, pedestrian, and bicycle
safety.
ii. A main entry drive should extend from the public street to the front
cross aisle and should:
(A)
Include medians located between the public street to the first
bisecting parking aisle;
(B)
Include sidewalks from the street to the front cross aisle on
both sides;
(C)
Include landscaped parkways flanking both of its sides and not
have any parking stalls along it.
Utilize special accents at project entries
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d. Pedestrian Circulation.
i. Avoid vehicle access lanes located near major building entries where
pedestrians will enter or exit.
ii. Design parking areas so that pedestrians walk parallel to moving
cars in parking aisles to minimize the need for the pedestrian to
cross parking aisles and landscape islands to reach building entries.
iii.
Clearly defined pedestrian access should be provided from parking
areas to primary building entrances.
Clearly define pedestrian access
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iv. All commercial projects should connect onsite pedestrian circulation
system to offsite public sidewalks. At a minimum this connection should:
(A)
Be located on one side of the main entry drive aisle;
(B)
Be adequately wide for optimal accessibility at all points including
locations where signs, poles, fire hydrants, etc., are placed in the
walkway;
(C)
Be raised and protected from the drive aisle by a curb;
(D)
Be constructed of concrete or interlocking paving stone systems.
v. Emphasis on pedestrian crossings of driveways and major circulation
aisles should be accentuated at building entries by extending pedestrian
walkways into the parking aisle/lane.
vi. Access by disabled persons shall be incorporated into the overall
pedestrian circulation system.
The project design should be in compliance with all existing
disability access laws
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e. Bus Turnouts. Bus turnouts should be constructed in the Route 66
specific plan area wherever the potential for auto/bus conflicts warrants
separation of transit and passenger vehicles. Bus turnouts should
be considered by the traffic safety committee when warranted based
on traffic conditions, passenger volumes, vehicle speed, and/or accident
patterns.
f. Screening.
i. All parking lots should incorporate screening at their street periphery.
Screening should maintain a clear visual zone and may be implemented
utilizing one of the following alternatives:
(A)
Utilize a low-lying, continuous evergreen hedge;
(B)
Utilize low-lying earth berm;
(C)
Installing non-deciduous (evergreen) trees.
All parking lots should maintain a clear visual zone
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ii. The use of walls in a front or street side yard setback is inappropriate.
iii.
Walls or landscaping should not be located where they block
the sight lines of drivers entering, leaving or driving throughout
the site.
Appropriate screening of a parking lot
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g. Parking Lot Landscaping.
Intermediate planting island in parking lot
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i. Parking lot landscaping should be evenly distributed throughout the
parking area.
ii. Parking lots should include landscaping that accents the importance
of driveways from the street, frames the major circulation aisles,
and highlights pedestrian pathways.
iii.
Provide continuous landscape planting strips between every row
of parking. Planting strips should include shade trees and should
be constructed with a concrete mow strip on both sides.
iv. Create large planting islands at the ends of parking rows that are
planted with shade trees, low shrubs and/or groundcover.
v. Provide interior planting islands between parking spaces to avoid
long rows of parked cars.
Provide planting strips between every row of parking
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h. Parking Lot Lighting.
i. The style of lighting fixtures for parking lots should match or compliment
the style utilized within the public right-of-way. (See Article IV
of the Route 66 Corridor specific plan.)
ii. The type and location of parking area lighting should preclude direct
glare onto adjoining property, streets, or skyward.
iii.
Pedestrian scale/decorative parking lot lighting is encouraged.
Example of pedestrian-scale lighting in a parking lot
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iv. The color of the parking lot lighting poles should be either black,
brown, bronze, hunter green, or midnight blue.
v. "High mast" flood lighting above the height of the tallest building
on site is discouraged.
vi. Lighting systems need to be designed for two levels. One to be on
during normal operations hours and one to be a reduced intensity level
throughout late non-operational hours (for security purposes).
i. Paving.
i. Parking Surfaces. Decorative paving treatments are encouraged to
be incorporated into parking lot design, driveway entries, and pedestrian
crosswalks.
ii. Sidewalks and Pedestrian Ways.
(A)
The design, materials, and colors of pedestrian areas should
compliment the architectural style of the primary buildings and should
make a positive contribution to the aesthetic and function of the
site.
Paving should blend with the architectural style of the
site
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(B)
Texture and color variation in paving material should occur
where pedestrian and vehicular areas overlap.
Rough paving will slow traffic down
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(C)
The use of stamped concrete, stone, brick or granite pavers,
exposed aggregate, or colored concrete is encouraged in parking lots
to promote pedestrian safety and to minimize the negative impact of
large expanses of black asphalt pavement.
Pedestrian walkways should encourage decorative paving
treatments
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j. Loading and Delivery.
i. Loading facilities should not be located at the front of buildings
where it is difficult to adequately screen them from view. Such facilities
are generally more appropriate at the rear of the site.
Loading and delivery at side and rear of building is encouraged
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ii. When commercial buildings back to residential properties, loading
and delivery will need to be planned to occur at the side of the building
away from residences. Loading and delivery areas should not be located
in a required setback area.
3. Architectural
Design Elements.
a. Introduction. There are no particular styles required for new commercial
development, commercial redevelopment, and commercial rehabilitation
within the Route 66 specific plan area. However, at least eight common
architectural styles exist within Route 66 and elsewhere in Glendora
that can provide inspiration to and help shape new development, redevelopment,
and rehabilitation (see the architectural styles section below). The
following guidelines for architectural design elements are presented
to encourage a quality and completeness of commercial project design
that will contribute to the overall quality of the envisioned Route
66 built environment.
b. Architectural Imagery.
i. The use of standardized "corporate franchise" architectural styles
are strongly discouraged.
ii. Architectural styles should consider compatibility with surrounding
character, including a building's style, form, size, materials, and
roofline.
iii.
Design features should be consistent on all elevations of a
structure. Side and rear elevations should not be minimized because
they are oriented away from public view.
c. Building Form and Mass.
i. Height and scale of infill developments should complement existing
adjacent structures while providing a sense of human scale and proportion.
ii. New structures should be designed to avoid blank façades,
instead providing storefront windows, doors, entries, transoms, awnings,
cornice treatments and other architectural features designed to add
visual interest.
iii.
Building mass/height should relate to adjacent sites to allow
maximum sun and ventilation, protection from prevailing winds, and
to enhance public views and minimize obstruction of view from adjoining
structures.
iv. Building heights should vary so that the building appears to be divided
into distinct components.
d. Building Façades.
i. Building façades should be articulated with architectural
elements and details. Buildings should be segmented in distinct massing
elements. Vertical and horizontal offsets should be provided to minimize
large blank walls and reduce building bulk.
ii. Building façades should be broken down into a series of appropriately
proportioned "structural bays" or components typically segmented by
a series of columns, masonry piers, or other architectural treatments.
Create interesting building façade with unique
architectural elements
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iii.
Primary building entries should be easily identified. Use of
projections, columns, or other design elements that articulate entries
should be utilized.
Building entries should be easily identified
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iv. The size and location of doors and windows should relate to the scale
and proportions of the overall structure.
v. Blank building façades along side property lines are strongly
discouraged as they diminish the visual quality of contiguous properties
as well as the Route 66 Corridor specific plan area. To optimize the
quality of side property line facing building façades, including
firewalls and parapet walls for zero lot-line construction, project
applicants are strongly encouraged to include one or more of the following
elements in architectural design plans:
(A)
Public art (e.g., murals, wall mounted sculptures, etc.);
(D)
Landscaping (e.g., vines).
e. Storefront Proportion.
i. Overall commercial projects should have details that are repeated
across the face of the building integrating the storefront components
into the character of the entire façade of the commercial project.
Storefronts in shopping center
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ii. The main entry into a store should be emphasized at the street to
announce a point of arrival in one or more of the following ways:
(A)
Flanked columns, decorative fixtures or other details;
(B)
Covered by means of a portico (formal porch) projecting from
or set into the building face; and
(C)
Punctuated by means of a change in roofline, a tower, or a break
in the surface of the subject wall.
Storefronts should be visually pleasing
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iii.
Buildings situated at the corner of a public street should provide
a prominent corner entrance to retail shops.
iv. Commercial storefront entries are typically recessed and/or sheltered
by a covered arcade structure, canopy or awning. This provides more
area for display space, a sheltered transition area to the interior
of the store, and emphasizes the entrance. The recessed entry should
be well illuminated twenty-four hours a day.
Commercial storefront entries should employ shelter by
utilizing a covered arcade, canopy, or awning
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v. Doors of storefronts (especially retail shops) should contain a high
percentage of clear glass in order to view the retail contents.
vi. Storefront windows should be clear and as large as possible to maximize
the visibility to the storefront displays and retail interior.
f. Building Wall Articulation.
i. Long, blank, unarticulated building walls that face public view are
discouraged and should be divided into a series of structural bays
(e.g. characterized by masonry piers that frame window and door elements).
ii. Flat, monolithic building walls are strongly discouraged. Monolithic
building walls should be "broken" by vertical and horizontal articulation
(e.g., sculpted, carved or penetrated wall surface defined by recesses
and reveals) characterized by: (a) breaks (reveals, recesses) in the
surface of the wall itself; or (b) placement of window and door openings;
or (c) the placement of balconies, awnings and canopies.
iii.
Storefronts with no windows and small doors are not permitted.
Large window and door openings on commercial storefronts are very
desirable, as they are more inviting.
Wall façades employing both vertical and horizontal
articulation
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g. Roofs.
i. Full gabled, hipped, and shed roofs are encouraged.
Full roofs are encouraged
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ii. Continuous mansard roofs or "tacked on" brow mansard roofs are discouraged.
iii.
Long, unbroken, monotonous, horizontal rooflines are strongly
discouraged. Vertical or horizontal articulation is required.
iv. Radical roof pitches that create overly prominent or out-of-character
buildings such as A-frames, geodesic domes, or chalet-style buildings
are discouraged.
v. The visible portion of sloped roofs should be sheathed with a roofing
material complementary to the architectural style of the building
and other surrounding buildings.
vi. Interior rooftop access is encouraged.
vii.
Cornice lines of new buildings (horizontal rhythm element) should
be aligned with buildings on adjacent properties to avoid clashes
in building height.
h. Materials/Colors.
i. Exterior materials, textures and colors should compliment the architectural
style or theme of a building.
ii. Materials that contribute to good quality architecture are:
(A)
Stucco, smooth, sand or light lace finish;
(B)
Clay or concrete roof tiles;
(E)
Brick, as an accent material;
(F)
Wrought iron (rust proof; anodized aluminum);
(G)
Tile, as an accent material;
(I)
Split face concrete block;
(J)
Slump block (for building walls);
(L)
Concrete block as bulkhead or accent material only;
(M)
Clapboard or shingle siding;
(N)
Brick or stone use in foundations and chimneys.
iii.
Materials that detract quality architecture are:
(A)
Reflective metal or aluminum siding/roofing;
(F)
Precision architectural concrete block;
(G)
Bare aluminum window frames;
(H)
Simulated rock applied vertically on walls.
iv. Color is one of the primary theme-conveying elements of commercial
development. The following color guidelines are recommended for commercial
development within the Route 66 Corridor specific plan area:
(A)
Exterior materials, textures and colors should complement the
architectural style or theme of a building.
Materials, colors, and textures should complement the
overall architectural style of a building
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(B)
Colors and materials should be durable and weather resistant.
(C)
Avoid use reflective or metallic colors that create glare.
(D)
Avoid fluorescent or bright colors.
(E)
Colors should not contrast greatly with adjacent structures.
(F)
Colors should be consistent with the architectural style of
the building.
(G)
Natural, subdued colors are encouraged.
(H)
Franchise/corporate businesses should incorporate the architecture
and color theme of the overall commercial project to form a consistent
theme throughout.
i. Equipment and Utility Screening.
i. All mechanical equipment should be concealed from view of public
streets and neighboring properties. Concealment of the elements behind
walls, landscaping or undergrounding is encouraged.
ii. Roof-mounted equipment, utilities, or other appurtenances should
be screened on all four sides by a structural feature that is an integral
part of the building architectural design. Screening material should
be compatible with the material used on the building and not exceed
the height of all vents and mechanical equipment.
iii.
Ground-mounted equipment, utilities, or other appurtenances
should be screened from view by a decorative wall or landscape feature
that is compatible with the architecture of the development site or
placed in underground vaults.
iv. Electronic surveillance equipment or alarm hardware should be as
invisible and unobtrusive as much as possible.
j. Security Grilles.
i. Permanent, fixed security grilles in front of windows are discouraged.
If security grilles are necessary, they should be placed inside the
building behind the window display area.
ii. The use of scissors grilles is discouraged since they communicate
a message of high crime and cannot be integrated visually into the
overall design of a building or storefront.
C. Special
Consideration Commercial.
1. The
guidelines contained in this subsection provide supplementary design
guidance addressing the more challenging development types within
the Route 66 specific plan area. Certain types of development present
design challenges that require unique solutions. Development types
in this subsection include:
b. Vehicle dealerships (new/used);
c. Service stations and car washes;
h. Telecommunication facilities;
k. Specialty retail centers;
l. Hotels and motels.
Development applicants should consult other applicable design
provisions in addition to those contained within this subsection.
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2. Offices.
a. Description. Office development is located within the Route 66 specific
plan area commercial and industrial districts. Although appropriate
for these districts, office uses have physical and functional characteristics
that are not typical of traditional commercial and industrial development.
These features include:
i. Scale of buildings are typically larger;
ii. Intensity of development is lower;
iii.
Higher utilization of on-site parking;
iv. Uses typically occur in multi-story buildings;
vi. Buildings not typically featured directly on the street frontage;
vii.
Consistency in types of tenants.
Contemporary office building
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b. Site Organization.
i. Office buildings should consider the characteristics of the site
and should relate to the surrounding built environment in function,
pattern, and scale.
ii. Office buildings should be placed at the minimum required front setback.
No parking should be permitted to occur between the front of the building
and the street. Surface parking should be located at the rear of the
site or at the side of the building.
Parking should be located at the rear or side of office
development
|
c. Building Design.
i. Office development should incorporate variations in vertical and
horizontal wall planes to reduce scale and massing.
ii. Building heights for office development should be designed to minimize
conflicts with adjacent residential uses.
iii.
Primary building entries should be well defined and provide
a "sense of entry" for the building.
iv. Office buildings should have the primary entry visible from the public
street and be accessible from pedestrian pathways or parking areas.
Building entries should be well defined
|
3. Vehicle
Dealerships (New/Used).
a. Description. Vehicle dealerships specialize in the sale and servicing
of new and used automobiles. The sale and services of automobiles
present a variety of design challenges. These features include:
i. Vehicle display oriented toward the street;
ii. On-site vehicle servicing and repair;
iii.
Vehicle drop-off and pick up areas;
iv. Use of heavy equipment and machinery.
b. Site Organization.
i. Outdoor vehicle displays oriented to a public street should be compatible
with the architecture of primary structures on a site.
ii. Sufficient space should be provided for service drop-offs to prevent
back up on a public street and new vehicle delivery.
iii.
Potentially noisy activity, such as vehicle repair, cleaning,
or testing should be oriented to minimize impacts to adjacent residential
properties.
iv. Service or repair bay openings should be oriented away from public
street frontage or residential properties.
v. Storage areas for daytime storage items and utilities, equipment,
or similar facilities should be screened from view from the public
street and any adjacent residential area.
c. Building Design.
i. Indoor storage areas should be architecturally consistent with the
primary structure on a site.
ii. Service uses should be contained entirely within a building of solid
(e.g., masonry) construction. The access points to the service bays
should not face the public street.
iii.
Vehicle washing areas should be designed and located so they
are not visible or audible from public streets or residential areas.
iv. Cashier kiosk, under canopies and other ancillary structures, should
be complementary to the architecture of primary buildings on a site.
d. Landscaping, Walls, Fences.
i. Landscaping should be provided along building perimeters and parking
lots.
ii. Chain-link fences, barbed wire, razor wire, or similar should never
be used.
iii.
When vehicle displays are provided, landscaping should be designed
to provide buffering to adjacent rights-of-way.
e. Other.
i. The use of public address systems is discouraged. Should a public
address system be utilized, noise should not impact adjacent properties.
ii. Compressors and other pneumatic equipment (except HVAC) should be
located within the interior of a building to minimize noise impacts
on adjacent properties.
iii.
Indoor storage facilities should be provided on-site for vehicle,
parts, and potentially hazardous materials (oil, lubricants, etc.).
Dealership service bays should face away from public streets
and residential uses
|
4. Service
Stations and Car Washes.
a. Description. Service stations and car washes are highly utilized
uses that are characterized by unique site features. These features
include:
i. Intensive on-site vehicle utilization;
ii. On-site repair and servicing;
iii.
Large expanses of paving;
iv. Use of equipment and machinery;
v. Use of potentially hazardous materials.
Reduce visual impacts with landscaping along perimeters
|
b. Site Organization.
i. Building elevations containing service or repair bays should not
face toward a public street or toward residential uses.
ii. Structures on a site should be grouped together and integrated into
the overall design of a site.
iii.
Service bay door and car wash openings should be oriented to
reduce visibility from public streets and should be oriented away
from adjacent noise sensitive uses.
Orient bay door openings to reduce visibility from the
street.
|
iv. When commercial development abuts a service station, two-way vehicular
access that is integrated with the adjacent development should be
provided.
v. A fuel delivery truck lane should be provided through the site and
oriented to provide for right side unloading of the vehicle into underground
tanks.
vi. Site design for projects located at street corners should provide
structural or strong design elements to anchor the corner. This can
be accomplished using built elements or with strong landscaping features.
Service station that has landscaping features to anchor
the corner
|
vii.
Storage facilities should be enclosed within the primary structure
on the site.
viii.
The siting of self-serve carwash bays, drying and vacuuming
areas should not conflict with on-site vehicle circulation.
ix. Self-service car wash bays, and drive-through car wash facilities
should be designed to ensure all drainage is confined on-site.
x. When commercial development abuts a services station, two-way vehicular
access integrated with the adjacent development should be provided
where feasible.
c. Building Design.
i. Building elevations facing public streets should be architecturally
detailed. Building design should be given equal design consideration
on all elevations.
ii. Service station building design should consider the context of the
site and area.
iii.
Corporate or franchise design is strongly discouraged.
iv. The roof of structures, including pump canopies, should incorporate
full roof treatments with a low to moderate pitch. Flat roof structures
or mansard roof applications are strongly discouraged.
Canopies and primary structures should be architecturally
compatible
|
v. Pump island canopies should be designed with a hip, gable, barrel
vaulted, or other roof system to match the architecture of primary
structures on the site.
vi. High quality, durable building materials should be used. Service
stations and car washes should incorporate façade material
to produce texture design. Reflective, glossy, and fluorescent surfaces
are discouraged.
vii.
Car wash equipment should be enclosed within a permanent structure.
Exceptions can be made for self-serve vacuuming equipment.
viii.
Car wash building design should incorporate noise control measures
that minimize noise generated by machinery, blowers or other mechanical
equipment.
ix. When service stations/car washes include retail uses, the storefront
facing a public street should be designed to optimize the amount of
unobstructed, clear glass.
x. When service stations/car washes include retail uses, cash registers
should be clearly visible from adjacent public streets.
xi. When service stations/car washes include retail uses, a clearly defined
pedestrian path should be proved from required on-site parking to
the primary customer entrance.
d. Circulation and Parking.
i. Fuel trucks should be able to enter and exit a site with ease. Maneuvering
to park and unload should be minimized.
Fuel truck driveways should not obstruct vehicle circulation
and parking areas.
|
ii. The location of filling pumps, carwash bays, or other on-site facilities
should be designed to avoid vehicle stacking or overflow onto adjacent
streets.
iii.
Self-service facilities, such as water and air, or telephone
should be located so that they do not obstruct on-site circulation.
iv. Parking for on-site retail uses should be located in close proximity
to the primary customer entry.
Buildings facing the public street should provide architectural
details
|
e. Landscaping, Walls, Fences.
i. When service stations/car washes front public streets, a berm and
hedge should be provided.
ii. Landscaped planters along the footprint of the entire building, except
at pedestrian and vehicle entries, are strongly encouraged.
iii.
Required perimeter walls and fencing should provide flowering
vines at regular intervals to discourage graffiti.
iv. Security fencing, in addition to required perimeter walls should
be decorative and should be consistent with adjacent architecture.
Landscaping, especially at street corners, should be used
extensively
|
Roll-up door hood enclosure located on the interior wall
|
v. Service bays should be provided with roll-up (or-similar) doors.
All operating mechanisms should be located within the interior of
the structure.
Landscape berms and/or hedges should be provided along
all streets
|
5. Auto
Repair Services.
a. Description. A major problem with older auto repair and service facilities
is inadequate storage for vehicles being serviced, resulting in cars,
etc., being parked on the street, sidewalks, landscaping, and neighboring
properties. Additionally, auto repair service facilities can be problematic
uses due to noise, traffic, and the presence of hazardous materials.
Auto Repair Service Facility
|
b. Site Organization.
i. The interior of service bays should not be visible or audible from
adjacent public streets, nearby residential structures, or active
open space.
ii. Sufficient space should be provided for vehicle drop-off. Site design
should provide space for vehicle stacking during peak hours.
Architectural design of auto repair uses should be compatible
in architectural style with adjacent development
|
iii.
High quality, durable building materials should be used. Service
stations and car washes should incorporate façade material
to produce texture design. Reflective, glossy, and fluorescent surfaces
are discouraged.
c. Building Design.
i. Building design should be clean and simple, stylistically consistent,
and related to surrounding buildings through use of similar scale,
materials, colors, and/or detailing.
ii. Building structures should be permanent, lightweight metal or other
temporary appearing structures are discouraged.
iii.
Special design considerations should be made for the storage
of oil, lubricants and other potentially hazardous materials.
iv. All equipment (except HVAC) should be located entirely within a building.
v. Building elevations facing public streets should maximize the use
of clear glass and should minimize blank walls.
d. Circulation and Parking.
i. Auto repair service access should not occur on streets with adjacent
residential uses.
ii. Sufficient on-site vehicle stacking areas should be provided to avoid
vehicle stacking on adjacent public streets.
iii.
A clearly defined pedestrian walkway should be provided from
the required on-site parking to the primary customer entrance.
e. Landscaping, Walls, Fences.
i. Landscaping should be incorporated within all setback areas, along
the building base, adjacent to customer entries, and along property
lines visible from offsite or from customer access areas.
ii. When auto repair services front public streets, a berm and hedge
should be provided.
Landscaping should be incorporated throughout a project
site
|
iii.
When appropriate, landscaped planters should be provided along
the footprint of the building.
iv. Required perimeter walls and fencing should provide flowering vines
at regular intervals to discourage graffiti.
v. Security fencing, in addition to required perimeter walls should
be decorative and should be consistent with adjacent architecture.
f. Other.
i. Public address systems should not be used in outdoor areas. Any public
address system should confine noise to within an enclosed building.
ii. Adequate indoor storage/trash areas should be designed to accommodate
disposal of junk parts packing from parts shipments, and used oil
and lubricants pending recycling. (All items should be stored indoors.)
6. Hotels
and Motels.
a. Description. Hotels and motels can be considered both a commercial
and residential-type use. Therefore, the design and orientation of
hotel and motel develop must consider both the impacts of hotel/motel
uses on adjacent development and the impacts from adjacent development.
The following guidelines should apply to hotel and motel development
in the Route 66 specific plan area.
b. Site Organization.
i. The primary visual presence along the major street frontage should
be the building and driveway approach, not the parking lot.
ii. Some short-term parking spaces should be provided near the office
for check-ins and check-outs.
iii.
Delivery and loading areas should be screened to minimize impact
on incompatible uses.
iv. Loading and unloading areas should be located in the rear of the
building lot.
Minimize the presence of a parking lot with landscaping
|
v. Recreational facilities such as swimming pools should be designed
to offer privacy to facility users and to minimize noise impact on
adjacent uses.
vi. Utilize parking lots and other open spaces on the site to help buffer
the hotel/motel from any adjacent incompatible uses.
vii.
Hotels and motels should provide adequate common open space.
c. Building Design.
i. All sides of a building should be architecturally consistent. Long
unarticulated wall façades are discouraged and should be divided
into structural bays.
ii. The scale of buildings should be related to surrounding development
patterns. Upper floors should be set back to lessen the appearance
or mass and bulk.
iii.
For structures over two stories, access to guestrooms should
be provided from hallways interior. Avoid room entrances directly
adjacent to parking lots or exterior walkways.
Setback upper floors to minimize the appearance of mass
and bulk
|
iv. Exterior building materials should include natural stone (marble,
granite, slate, etc.) and/or cultured stone. The choice of materials
should be complementary to the design of the entire structure.
v. Avoid locating driveway, garage ramps or loading and service areas
where they interfere with the flow of pedestrian movement or impact
the privacy of guestrooms.
vi. All mechanical equipment of all types, including swimming pool equipment
and air conditioning units, should be located within a building.
vii.
Walkway, stairway, and balcony railings and other similar details
should be architecturally consistent with the basic building design.
Balcony railings should complement the building
|
viii.
Exterior corridors on multi-level buildings over two stories
located adjacent to residential uses are strongly discouraged.
d. Parking and Circulation.
i. A porte-cochere and/or covered drop-off zone for vehicles and pedestrians,
independent of drive aisles, should accommodate guest loading and
drop-off and serve as the primary entry to the hotel.
ii. Primary walkways are those that connect pedestrians from the street
to the main entry and from a building to on-site amenities. The width
of primary pedestrian walkways should exceed minimum city standards
than standards for sidewalks along public streets.
iii.
Avoid locating driveway, garage ramps, or loading and service
areas where they interfere with the flow of pedestrian movement or
impact the privacy of guestrooms.
e. Landscaping, Walls, Fences.
i. In addition to all standards that may apply to hotel/motel development,
the site should be landscaped according to commercial landscape design
standards and guidelines.
ii. Landscaping is encouraged in all street front setback areas, along
the building base, adjacent to entrances to hotels and motels, and
along property lines visible from offsite or from customer access
areas.
iii.
Walls and fences along side a rear property lines should be
designed to complement the architecture of the primary buildings on
a site. Decorative elements, or flowering vines should be incorporated.
iv. The height of walls and fences should be minimized when adjacent
to parking, driveways and pedestrian access. Decorative elements,
or flowering vines should be incorporated.
v. Landscaped buffers should separate ground floor units from on-site
walkways, parking facilities and other on-site amenities.
f. Other.
i. Hotel and motels should provide outdoor and indoor amenities for
guest. The design of amenities should be consistent with the architecture
of primary structures on the site. Amenities should include spa, pool,
weight room/training stations and a business center.
ii. Landscaped areas should separate ground floor units from pedestrian
walkways, project amenities and drive aisles/parking areas.
iii.
Decorative walls or fences should be incorporated along the
perimeter of the property.
Decorative walls and fences are encouraged
|
7. Drive-Through
Businesses.
a. Description. Drive-through businesses include restaurants, banking
institutions with drive up teller/ATM access, or other similar facilities.
Drive-through businesses require additional site design considerations
to mitigate vehicular access, on-site circulation visual and noise
impacts. The following supplementary guidelines should be incorporated
into any development providing drive-through service.
Drive-through businesses should be architecturally compatible
with other buildings in the same commercial development
|
b. Site Organization.
i. The primary visual presence along the major street frontage should
be the building, not parking, drive-through window, or a drive-through
lane. Buildings should be "built to" the minimum front setback lines
with parking, drive-through windows, and drive-through lanes located
at the rear or side of the property.
ii. Menu board speaker placement should protect adjacent residential
areas from excessive noise. Drive-through aisles should be located
away from adjacent residential structures.
iii.
The main entrance should be sited at the maximum distance from
drive-through aisles.
iv. Drive-through lanes should accommodate car back up at menu board.
c. Building Design.
i. Building elevations facing public streets, whether such elevations
function as the front, side, or rear of the building should be architecturally
detailed.
ii. Buildings should incorporate a full roof with built-in roof top equipment
wells hidden through wood/metal trellis work.
Equipment concealed with a horizontal wood trellis
|
iii.
If the drive-through is a pad building for a shopping center,
the architecture should be compatible with the design of the center
in which it is located.
iv. Franchise identifying features should only be located on the main
structure.
d. Other.
i. Drive-through aisles should be screened from the view of street frontage
and adjacent parking areas. Landscaped berms, low masonry walls, or
thick shrub landscaping should be utilized.
Screen drive-through aisles from street
|
ii. Drive-through traffic should be separated from pedestrian traffic,
vehicular traffic and parking. The drive-through lane should be a
separate and distinct lane; it should be distinctly separate from
the parking area.
iii.
Queuing and circulation related to drive-through lanes must
not interfere with ingress and egress at driveways.
Delineate drive-through aisles and driveway entry and
exit with enhanced paving
|
8. Big
Box Retail.
a. Description. Big box retail development describes commercial development
characterized by larger than average retail square footage under one
roof. Big box retail development requires extensive parking to accommodate
higher than average parking demand. The following guidelines shall
apply to all big box retail development.
Example of big box retail
|
b. Site Organization.
i. Parking lots for big box retail should not occur entirely in front
of the building.
ii. The number of entrances and exits should be designed and located
to avoid interference with traffic flow along adjacent streets.
When possible, locate vehicle entries on side streets
|
c. Building Design.
i. A variety of roof types are encouraged. Distinct and interesting
rooflines instead of flat roofed structures are recommended.
ii. A substantial cornice should be used at the top of a parapet wall
or roof curb.
Design big box retail buildings with distinctive architectural
features. Avoid plain, box-like structures and create an identifiable
base
|
iii.
The big box building should contain an identifiable base.
iv. Base materials should be highly resistant to damage, defacing and
general wear and tear. Precast decorative concrete, stone masonry,
brick and commercial grade ceramic tile are examples of acceptable
base material.
v. Big box buildings should be designed with in-line shops with entrances
from interior and exterior of the big-box buildings to create a more
human scale setting.
vi. Building entries should be readily identifiable. Design building
entrances with architectural features and distinctive materials and
colors to articulate entrances.
vii.
Exterior wall treatments such as arcades, portico's, insets,
colonnades, and wing walls should be used to successfully mitigate
the appearance of the typical big-box building appearance.
Articulate façades with inset, arcades, and window
recesses
|
viii.
The perimeter of the building should be surrounded on all four
sides by landscaping and/or enhanced pedestrian pathways.
ix. Permitted storage areas should be consistent with the architecture
of the primary building.
Outdoor storage areas should be consistent with the architecture
design of the primary building
|
d. Other.
i. The design of loading areas should prevent truck back-up maneuvers
from or onto the public rights-of-way.
ii. Loading should be located and designed to minimize direct exposure
to public view. These areas should be screened with landscaping to
reduce visual impacts.
Loading areas should be designed to minimize direct exposure
to public view
|
9. Mixed-use
Projects.
a. Introduction. The following guidelines apply to mixed-use development.
Multiple or mixed-use projects are defined as developments which combine
commercial/office and residential uses or structures on a single lot,
or as components of a single development. The uses may be combined
either vertically within the same structure, or spread horizontally
on the site in different areas and structures. The primary design
issue related to mixed-use projects is the need to successfully balance
the requirements of residential uses with the needs of commercial
uses.
Mixed use projects should successfully balance commercial
and residential uses
|
b. Site Organization.
i. Organize mixed-use development sites to orient buildings to the street
and to minimize the visual impact of driveways, parking areas, and
utilities.
ii. Mixed-use development sites should be organized to maximize usable
onsite space that enlivens the street edge, provides for pedestrian
interest, and offers users with active and passive places to spend
their time.
iii.
Mixed-use development should optimize the provision of common
areas, designed as integral components to the overall project design.
Common areas for commercial uses should provide a strong relationship
to the street, while usable private space provided for residential
uses should be oriented and accessible only to those uses (i.e., separated
from commercial uses). Courtyards, gardens, plazas, and similar common
areas are encouraged.
iv. Loading/service areas, including refuse/recycling enclosures, should
be located out of public view, must not front onto a primary shopping
street, and should be placed as far as possible from residential units
and be completely screened from adjacent residential development.
The location and design of refuse/recycling enclosures should minimize
potential nuisances from odors.
v. Electrical and communication transformers/cabinets located in the
public right-of-way should be installed below grade in the right-of-way
or located on-site and screened from public view.
vi. The use of freestanding accessory structures in mixed-use developments
should be minimized and avoided. All mechanical equipment, storage,
and other facilities should be contained within spaces and enclosures
designed as integrated components of mixed-use buildings. Where accessory
structures are warranted, they should be located to the rear of primary
buildings within the mixed-use development and designed to minimize
the visual impacts of adjacent properties.
c. Building Design.
i. When horizontal mixed-use projects (uses dispersed on a site) are
appropriate, the design of structures should be complementary in scale
and architectural treatments and be perceived as an integrated, interdependent
development.
ii. Minimize the perceived scale of a mixed-use building by stepping
down the height toward the street and neighboring smaller structures.
The front wall of a mixed-use building should not exceed two stories
to maintain a human scale. Where the front wall of mixed-use buildings
exceeds two stories, they should be set back to minimize the appearance
of mass and bulk.
iii.
Break up the perceived mass of a mixed-use building by dividing
the building front into "modules" or into separate structures that
are similar in size to buildings traditionally in the Village. Use
a ratio of solid to void (wall to window) as seen from the public
right-of-way that is similar to that found on traditional structures
in the Village.
iv. Separate, easily identifiable and secure entrances should be provided
when residential and commercial uses are provided in the same structure.
v. Integrate porches, awnings, balconies, bay windows, and stoops to
provide visual interest and human scale to mixed-use buildings, consistent
with architectural designs traditionally found in Glendora.
vi. Architectural style and use of materials should provide consistency
throughout the entire mixed-use project. Building details that create
and maintain the simple and traditional character found in Glendora
are desired.
vii.
Simple material finishes are encouraged. Building colors should
evoke a sense of richness and liveliness to complement and support
the overall character of the envisioned character for the district.
viii.
Exterior building lighting should be used to accentuate the
building design and highlight architectural details and features.
Innovative lighting is encouraged and commercial looking "wall packs"
are discouraged as exterior lighting features.
ix. The placement of noise generating equipment such as refrigeration
units, air conditioning, and exhaust fans should consider impacts
to noise-sensitive uses.
x. Backflow prevention/anti-siphon valves must be integrated into the
building design and concealed from public view. Such devices may not
be located within the right-of-way on primary pedestrian streets.
xi. All other mechanical equipment must be located behind or on top of
the building and screened from public view with parapet walls, landscaping,
etc.
Architectural styles and use of materials should be consistent
throughout mixed-use projects
|
d. Circulation and Parking.
i. Site access drives and parking facilities for residential uses and
commercial uses should be separated, and should incorporate distinctive
signage, architectural elements and landscape features to differentiate
access to commercial and residential parking areas. Residential parking
areas should be secured, the entries for which should be controlled
through a special entry code or remote control assigned to each resident.
ii. When enclosed parking is provided for all uses of a mixed-use development,
residential and commercial uses should be provided with separate parking.
iii.
Parking lot security lighting for mixed-use developments must
be a primary consideration and should not spill over or otherwise
impact adjacent uses, especially residential areas.
e. Landscaping, Walls, Fences.
i. Mixed-use developments should be landscaped according to commercial
landscape design standards and guidelines.
ii. Landscaping and other amenities of mixed-use development projects
should compliment the streetscape palette envisioned for adjacent
public rights-of-way.
iii.
Landscaping should be an integral component to all usable common
space of mixed-use developments.
iv. The use of walls and fences in mixed-use developments is discouraged,
except for screening of mechanical equipment, refuse and recycling
enclosures, etc. Where used, the design of walls and fences should
compliment the design of the primary structures.
v. Secured residential access gates should be opaque to provide a clear
line of site as residents enter.
11. Religious Institutions.
a. Description. Religious institutions include a wide variety building
types typically utilized by faith-based organizations. Religious institutions
are characterized by higher profile architectural design and significant
on-site parking requirements. In addition, religious institutions
may be located in a variety of land use districts including commercial,
industrial and residential. The following guidelines apply to the
design and development of religious institutions.
b. Site Organization.
i. The orientation of buildings and the positioning of other elements
on the site, such as entries, parking lots, and driveways, should
be designed to minimize traffic and noise impacts on adjacent properties.
ii. Religious institutions should be placed at the minimum required setback.
The building's façade should be parallel to the street(s).
iii.
Avoid locating parking between the front of the building and
the street. Parking should be located at the rear and/or side of the
property.
iv. Exterior space, plazas, and courtyards are encouraged and should
relate to the surrounding structures.
v. Site design should ensure minimal shadow impacts onto adjacent properties.
c. Building Design.
i. Height and scale of religious institutions should compliment adjacent
structures.
ii. Building façades should be detailed in such a way to make
them appear smaller in scale.
iii.
Building elevations facing streets, whether they function as
the front, side, or rear or the building should be architecturally
detailed to avoid being perceived as the back of the building.
iv. Long, blank, unadorned, façades are strongly discouraged.
Monolithic façades should be broken up by the provision of
vertical and horizontal design elements.
v. Spires and towers should be designed as an architecturally integrated
element of the building design and should not appear as an "add-on"
or "tacked-on" object of the site and building. Spires and towers
should be designed in scale and character with the building and adjacent
development.
d. Circulation and Parking.
i. Parking should be located in close proximity to the primary entrance.
A safe pedestrian path should be provided from all parking areas to
the main entrance.
ii. Parking should be screened from public view by walls and landscaping
or other appropriate methods.
e. Landscaping, Walls, Fences. Screening and buffering should be provided
between the church property and adjacent residential uses to minimize
any potential impacts.
12. Neighborhood Shopping Centers.
a. Description. Neighborhood centers typically include grocery store/drug
store anchor(s) with a series of smaller shops. They may also have
one or more freestanding building sites. Because they are usually
located in or next to residential areas, the major design problem
related to neighborhood centers is the interface between the center's
service activities and adjacent residences. Proximity of loading and
storage to residences should be avoided. This section applies to centers
having a gross square footage of under three hundred thousand square
feet.
Neighborhood Commercial Center
|
b. Site Organization.
i. All buildings on the same site should demonstrate a strong spatial
and functional relationship to each other. In addition, buildings
should demonstrate a variety in size and mass.
ii. Portions of primary buildings and freestanding buildings should be
located at the street setback lines.
iii.
Parking should be provided within convenient walking distances
of all tenants. Walking paths to building from street should comply
with ADA specifications.
iv. In areas where the shopping center adjoins smaller residential neighborhoods,
the apparent or perceived scale of the shopping center should respect
the neighborhood. This can be achieved in a number of ways. For example:
(A)
Keeping buildings as small as possible, particularly in height;
(B)
Reducing scale through building articulation and ornamentation;
(C)
Avoiding large flat walls and large scale design elements; and
(D)
Distributing the project floor area among a complex of smaller
buildings.
c. Building Design.
i. Where long buildings are unavoidable, their linearity should be mitigated
by changes in the building height, wall plane, and spatial volumes
and by varied use of window areas, arcades, materials, and roof elements.
ii. Portions of commercial buildings adjacent to and visible from residential
properties should always be stylistically consistent with the more
public portions of the commercial building.
iii.
Building elements, such as large blank building walls, loading
areas, etc., which disrupt the continuity of shops and businesses,
are discouraged along major pedestrian corridors.
iv. The use of arcades, awnings, or similar architectural treatments
is encouraged to provide relief from the sun.
Changes in height, wall plane and volume mitigate the
linearity of long buildings and provide an interesting environment
|
The use of arcades is strongly encouraged
|
Tower elements or other vertical architectural treatments
are required
|
v. Incorporate tower elements or other vertical architectural features
on "ends" of shopping center, which do not exceed twice the height
of the building they are attached to.
vi. Flat roofs, mansards and veneer parapets are discouraged. Full roof
treatments are encouraged, over decorative parapets hiding flat roofs.
Full roof treatments are encouraged, over decorative parapets
hiding flat roofs
|
13. Specialty Retail Centers.
a. Description. Specialty retail centers are unanchored retail centers
that provide specialty goods and/or services that are generally unavailable
in the surrounding area. The market for a specialty center is as large
as a regional center, a ten-to fifteen-mile radius. The specialty
retail center functions as recreation for many shoppers. Shoppers
at these centers are less inclined to visit only one shop, and tend
to spend time browsing through several shops. Specialty retail centers
typically rely for their appeal on particularly attractive and often
thematic architecture as well as unusual goods and services.
b. Site Organization.
i. The site should be organized to encourage pedestrian circulation
throughout. Walkways should be attractive and embellished with landscaping,
ornamental lighting fixtures, furniture, trellises, and/or other decorative
features.
ii. Multiple buildings in a single project should employ variety in size
and mass to provide visual interest.
iii.
Landscape intensity should be significantly greater for specialty
shopping centers, and should typically include substantial amounts
of plantings around buildings, walkways, and plazas.
c. Building Design.
i. Building design should express a single strong architectural theme
with substantial and consistent architectural detailing, except that
individual storefronts may exhibit different but compatible themes.
Storefronts should exhibit different but compatible themes
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ii. All other site features, including landscaping, outdoor furniture,
and site fixtures are required to conform to the architectural theme.
iii.
Full variable roof planes and building height is encouraged.
14. Parking Garages.
a. Description. Parking garages once thought of as purely utilitarian
structures that simply housed vehicles have begun to be recognized
as structures that play vital roles in cities beyond places where
vehicles are stored. They contribute to the architectural character
of their surroundings and can provide valuable commercial space at
the ground floor level. Typical issues to be addressed in the design
of parking garages relate to security for users and the need to integrate
the parking garage from an architectural standpoint into its surroundings.
b. Site Organization.
i. Where appropriate, parking garages should incorporate ground floor
retail adjacent to the public sidewalk.
ii. A landscaped setback should be provided on all sides of the parking
structure except where ground floor in-line retail space is provided.
c. Access and Circulation.
i. Vehicle stacking areas for entering and exiting traffic should be
sufficiently long to minimize the back up of traffic onto surrounding
streets or within the garage.
ii. As rules of thumb, one inbound lane should be provided for a garage
with a capacity of up to five hundred vehicles; at least two inbound
lanes should be provided for garages with a capacity of more than
five hundred vehicles.
iii.
As a rule of thumb, exit lanes should be provided at a ratio
of one lane for each two hundred to two hundred fifty vehicles.
d. Security and Lighting.
i. A minimum of level of lighting should be provided inside parking
structures to optimize visibility. Higher levels are recommended for
remote areas subject to security problems such as stairways, elevators,
and other pedestrian access points.
ii. Lighting levels should be equally distributed to provide uniform
illumination over the entire parking area.
iii.
The architectural design of the garage should eliminate possible
hiding places and openings that could allow random pedestrian access.
iv. During periods when parking activity is substantially less than the
garage capacity, as during night operations, there should be a means
of securing unused parking levels from use, including stairwells and
elevators. If the garage is not operated on a twenty-four-hour basis
the entire facility should be secured from access during hours when
the facility is closed.
v. For security reasons, at least one or two sides of the stair tower
should include glass running vertically the height of the tower. Elevators
should be provided with glass-back cabs and shafts.
vi. Stairs and elevators should be located adjacent to a street on the
exterior of the structure where lobbies can be exposed to outside
view.
e. Building Design. Parking structures should be designed to help reduce
the mass and scale of the garage and to ensure their compatibility
with surrounding uses.
The following design guidelines should be implemented to the
greatest extent feasible whenever they apply:
i. Conceal view of vehicles in the garage through a combination of screen
walls and plantings.
ii. Design the garage's exterior elevations to avoid a monolithic appearance.
This can be accomplished as follows:
(A)
Minimize horizontal and vertical banding by balancing both horizontal
and vertical elements.
(B)
Use simple, clean geometric forms, and coordinated massing.
(C)
Step back upper levels of the garage.
(D)
Coordinate openings in the parking garage with the size and
modulation of adjacent windows, structural bays, and storefronts if
the parking garage contains other uses.
(E)
Use masonry materials that are predominantly light in color,
but avoid unpainted concrete.
(F)
Avoid a sloping ramp appearance by providing level and uniform
spandrels.
(G)
Visually define and differentiate between pedestrian and vehicular
entrances through appropriate architectural detailing.
(Ord. 2019 § 2, 2017; Ord. 2071 § 2, 2022)
This following checklist may be adapted and used by city staff
and officials to conduct design reviews on proposed projects within
the Route 66 specific plan area.
Route 66 Specific Plan Area Design Review Checklist
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Checklist Prepared by:
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Date Plan Received:
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Date Checklist Prepared:
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Date Presubmittal Conference:
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Project Name
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Applicant
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Name:
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Address:
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Phone:
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Property Owner
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Name:
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Address:
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Phone:
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Planner or Architect
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Name:
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Address:
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Phone:
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A. Land Use
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1. Present Land Use:
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Designation on Property:
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Overlay Districts:
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2. Proposed Land Use:
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3. Land Use Consistency—Proposed use(s) conform
to permitted uses _____ Yes _____ No
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Comments:
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Follows Design Guidelines
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Changes Recommended
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Not Applicable
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Remarks
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B. Site Design
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1. Height and Setbacks— Building setback and
height standards are satisfied.
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2. Appropriateness of Concept—Development
concept is consistent with site location and with surrounding properties.
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3. Building Location— Buildings are located
in a logical and pleasing manner on the site. Buildings are related
reasonably to each other, to parking facilities, and to pedestrian
areas. Siting protects pedestrian movement.
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4. View Impacts—Project is designed to respect
existing views by minimizing view obstruction and mitigating disruptive
visual impacts of large building masses.
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5. Buffering—Trash areas, loading docks, storage
areas, service areas, transformer vaults, etc., are located and screened
so as to minimize visibility from streets and from building entries.
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6. Exterior Lighting— Exterior lighting design
is unobtrusive, integrated with the project concept, and of low profile.
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7. Parking—All parking space and space size
requirements are satisfied. All interior and boundary parking area
landscaping requirements are satisfied.
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a. Parking areas are located and designed to minimize
visibility from streets and to minimize visual detraction from new
buildings.
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b. Parking areas are designed to provide good internal
circulation, street access, and proximity of spaces to building entrances.
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c. Vehicular entry points to parking lots have received
special paving accents where the drive crosses the public sidewalk.
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d. Applicant has demonstrated an attempt to share
entry and/or parking with an adjacent property.
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C. Building Architecture
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1. Building Form and Scale—Architectural concept
is consistent with the predominant scale of adjacent buildings.
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2. Façade Proportion—The visual composition
of the façade respects the general proportion (height to width)
of existing façades on the street.
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3. 360° Architecture— Architectural details
are provided on all elevations.
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4. Consistency of Elevation—Design of walls,
doors, and windows are consistent in styling materials, colors, and
detailing on all elevations.
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5. Articulation—The architectural concept
avoids large unbroken wall surfaces.
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6. Roof—The roof form is designed in conjunction
with its mass and façade, so that the building and its roof
form a compatible building composition within the district.
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7. Rear Entry— Appropriate identification
signage and architectural detail has been provided on the rear façade.
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D. Storefront Design
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1. Storefront Components—The storefront design
maintains typical elements such as bulkheads, doors, display windows,
awnings, or canopies that are appropriate to the proposed style/theme.
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2. Wall to Opening Ratio— The storefront architectural
concept maintains an appropriate wall to window ratio.
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3. Storefront Accessories— All mechanical
appurtenances are concealed.
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4. Awnings—Awning design and color respects
the scale, proportion, rhythm, and style of the building's architecture.
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5. Sign Placement—The storefront design provides
a logical space for placement of a sign and building address.
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E. Signs
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1. Sign Type—Selected sign type is consistent
with other signs on adjacent buildings or storefronts, and meets all
applicable codes or approved sign program.
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2. Location—Sign location on building is consistent
with architectural style and other design standards.
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3. Legibility—A simple typeface is utilized
while color, illumination, and letter size are appropriate to the
building architecture and scale.
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4. Illumination—The sign is properly lighted
and does not allow glare to spill beyond the sign face.
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5. Safety—Placement of sign does not pose
a safety hazard for motorists or pedestrians.
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(Ord. 2019 § 2, 2017)