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This document analyzes issues affecting long-term development in Mission Valley and presents potential strategies to address those issues through the community plan update. Fifteen key issues are identified, such as fostering interconnected neighborhoods, promoting connections across barriers, and opportunities for an interconnected park and open space system. For each issue, potential strategies are outlined, such as integrating public access to the San Diego River with new development, creating "green streets" that serve both transportation and environmental roles, and developing a conceptual park and open space system connected by trails and public access points. The strategies are intended to spark discussion for policies and plans to guide Mission Valley's future physical development.

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ISSUES AND OPTIONS A N A L Y S I S April 2016 Prepared for By Chen Ryan Associates Keyser Marston Associates Spurlock Poirier Landscape Architecture RIO SAN DIEGO DRIVE CAMINO DEL RIO NORTH 1/4 Mile Radius from Trolley Sta tion 1/4 Mile Radius from Pote ntiallyRelocatedTrolleyStation INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINODELESTE San Diego River Trail San Diego River FRIARS ROAD STATION VILLAGE LANEMISSION CENTER CT GILLVILLAGEWAY Potential Station Plaza Potential Future Development Potential Station Relocation Existing Station Active Street Frontage Reposition and Intensify Potential Pedestrian/ Bike Bridge Connection to North Side Neighborhoods Existing Residential Exist ing Resident ial Exist ing Resident ial Exist ing Resident ial Existing Drainage Corridor Existing Crosswalk Existing Trail Trolley Existing Driveway Building Footprint Bus Stop Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Pedestrian Crossing Future Trail 0 1,000 FEET 250 500 y West, and Park Valley Center - Urban Design Opportunities
_Compiled MV Issues and Options_051116_lo
_Compiled MV Issues and Options_051116_lo
_Compiled MV Issues and Options_051116_lo
_Compiled MV Issues and Options_051116_lo
_Compiled MV Issues and Options_051116_lo
1-1 1 Introduction and Overview Introduction This report examines issues affecting long-term physical development in the Mission Valley community, and presents potential options for addressing those issues through the Community Plan Update. The issues often reflect both particular constraints that affect the valley, and opportunities to make the area a more livable, economically vibrant, and ecologically healthy place. Fifteen issues are discussed in Chapter 2 of the report, as follows: 1. Fostering Coherent, Interconnected Neighborhoods 2. Promoting Connections across Physical and Natural Barriers 3. Need for a “Main Street”/Appropriateness of Camino de la Reina 4. Opportunities for an Interconnected Park and Open Space System 5. Maintaining the Vitality of Retail in Mission Valley 6. Prospects for Future Office Development 7. Opportunities on Large Sites 8. Appropriate Land Uses South of I-8 9. Enhancing Access to the Trolley 10. Improving Bicycle and Pedestrian Infrastructure 11. Prospects for Aerial Tram Connections 12. Mission Valley Community Circulator on Camino de la Reina 13. Strategies to Reduce Greenhouse Gas Emissions 14. Opportunities for Urban Agriculture 15. Opportunities to Grow the Tree Canopy For each issue, potential strategies are outlined. These strategies are intended to spark discussion around strategies that may be addressed either in the form of policy language or maps (such for land use, transportation or environmental resources conservation) for the updated Community Plan. The Issues and Options Report may be reviewed alongside the Existing Conditions Map Atlas. The focus of the Map Atlas is on existing conditions and trends related to range of topics— such as land use, natural resources, urban form, and transportation infrastructure—that will frame choices for the long-term physical development of Mission Valley.
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Issues and Options Report 1-5 Figure 1-1: Regional Location Old Town Linda Vista Mid Kensi Mid-City Normal Heights Coronado Lemon Grove 94 15 8 8 805 15 163 5 52 805 MARKET ST Southeastern San Diego Old Town San Diego Midway-Pacific Highway Mid-City: City Heights Encanto Neighborhoods Skyline- Paradise Hills Uptown Tierrasanta Serra Mesa Barrio Logan Kearny Mesa Linda Vista Mid-City Kensington- Talmadge Mid-City Normal Heights Greater North Park Military Facilities Balboa ParkReserve Downtown Greater Golden Hill La Jolla Navajo Pacific Beach Clairemont Mesa College Area Mid-City: Eastern Area Peninsula Mission Bay Park Mission Beach Ocean Beach University Military Facilities Mission Valley Mission Valley Regional Location Mission Valley Community Planning Area Orange Line Trolley Blue Line Trolley Green Line Trolley City Limits 0 1 2 3 MILES Source: City of San Diego, 2014; SanGIS Regional Data Warehouse, 2014; Dyett & Bhatia, 2015.
UPTOWN LINDA VISTA SERRA MESA CLAIREMONT MESA GREATER NORTH PARK MID-CITY: CITY HEIGHTS TIERRASANTA MID-CITY: NORMAL HEIGHTS KEARNY MESA NAVAJO MID-CITY: KENSINGTON- TALMADGE Mission Bay EL CAJON BLVD 38THST ADAMS AVEADAMS AVE Mission Bay Park Qualcomm Stadium Riverwalk Golf Club Sefton Field Mission Valley Preserve I-5 I-8 I-805 I-15 163 163 15 I-8 FRIARS RD QUALCOMMWY LINDA VISTA RD ULRICST MORENABLVD EL CAJON BLVD TEXASST MISSIONCENTERRD JUAN ST W WASHINGTON ST MISSIONVILLAGEDR SAN DIEGO MISSION RD ROSECRANSST SUNSET BLVD FASHIONVALLEYRD UNIVERSITY AVE PARKBLVD LINDA VISTA RD NAPA ST FRIARS RD MURRAYRIDGERD CA M DE LA REINA CLAIREMO N T DR FRIARS RD 30THST VI A LAS C UMBRES M ORENA BLVD EASTMISSIONBAYDR CAM DEL RIO NORTH MADISON AVE MISSIONGORGERD 43RDST 44THST 45THST MORENABLVD MEADE AVE 35THST MADISON AVE IDAHOST ORANGE AVE OHIOST COWLEYWAY KANSASST MILTON ST HOWARD AVE DENVERST OSLER ST HAMILTONST GEORGIAST POLK AVE COMSTOCKST FULTON ST HAWLEYBLVD MONROE AVE MISSISSIPPIST RONDA AVE 32NDST 36THST PINE ST CIVITA BLVD ILLIONST 41STST MELBOURNEDR 39THST MARYLANDST CAMPUSAVE TRIASST IBISST GRANDVIEWST LAURETTA ST KELLY ST CONGRESS ST COLUSAST CANTERBURYDR PHYLLIS PL SANTORD IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR MADISON AVE POLK AVE 32NDST IOWAST 42NDST 34THST 37THST LINCOLN AVE GESNER ST LITTLEFIELD ST DORCASST W MONTECITO WAY RIO S AN DIEGO DR GLIDDEN ST MARLBOROUGHDR FALCONST FORT STOCKTON DR W LEWIS ST KURTZ ST FI ELD ST GALVESTONST BURGENERBLVD FAIRMOUNTAVE FENT O N PKY SEA W ORLDDRIVE VI A ALTA FRANKLIN RIDGER D MISSION VALL EY R D Figure 1-2: Planning Area 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS/SANDAG Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 This map/data is provided without warranty of any kind, either express or implied, including but not limited to, the implied warranties of mercantability and fitness for a particular purpose. Note: This product may contain information from the SANDAG Regional Information System which cannot be reproduced without the written permission of SANDAG. This product may contain information reproduced with permission granted by RAND MCNALLY & COMPANY® to SanGIS. This map is copyrighted by RAND MCNALLY & COMPANY®. It is unlawful to copy or reproduce all or any part thereof, whether for personal use or resale, without the prior, written permission of RAND MCNALLY & COMPANY®. Copyright SanGIS 2009 - All Rights Reserved. Full text of this legal notice can be found at: http://www.sangis.org/Legal_Notice.htm Trolley Stops Light Rail Freeways Ramps Streams/Creeks Lakes/Ponds/Bays Mission Valley Community Plan Boundary Community Planning Areas San Diego River San Diego River San Diego River
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UPTOWN LINDA VISTA SERRA MESA GREATER NORTH PARK EL CAJON BLVD ADAMS AVE k I-8 I-805 163 163 QUALCOMMWY LINDA VISTA RD ULRICST E TEXASST MISSIONCENTERRD W WASHINGTON ST MISSIONVILLAGEDR FASHIONVALLEYRD PARKBLVD E FRIARS RD MURRAYRIDGERD 30THST CAM DEL RIOSan Diego River MEADE AVE MADISON AVE IDAHOST OHIOST KANSASST HOWARD AVE HAMILTONST GEORGIAST POLK AVE FULTON ST MONROE AVE MISSISSIPPIST 32NDST G CIVITA BLVD MELBOURNEDR MARYLANDST CAMPUSAVE IBISST T PHYLLIS PL IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR 32NDST IOWAST 34THST LINCOLN AVE RIO S AN DIEGO DR FALCONST FENT O N PKY VI A ALTA 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 Trolley Stops Light Rail Mission Valley Community Plan Boundary Community Planning Areas San Diego River Figure 2.3-1 Potential Main Streets, Districts, and Trolley Villages Camino de la Reina Other Potential Main Streets/ Districts Potential Trolley Villages Mission Center Road Rio Vista/ Village Walk Camino de la Reina
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0 4,500 FEET 1,500 3,000 Freeway (Existing) Freeway Nodes Canyonlands/Steep Slopes Park (Existing) Park (Planned) Park (Potential) San Diego River Trail (Existing) San Diego River Trail (Proposed) Mission Valley Community Boundary River Vegetation/Open Space Proposed Green Streets Proposed Streets/Connections Bridge (Proposed) Trailhead (Existing) Trailhead (Proposed) Canyon Access Easement/ Trail Connection INTERSTATE 8 INTERSTATE5 INTERSTATE805 INTERSTATE15 STATEROUTE163 San Diego River Figure 2.4-1: Conceptual Park and Open Space System San Die go Riv e r Tr ail Cont. River Trail Sefton Park YMCA Sports Field Grant Park TO HILLCREST Tecolote Canyon Ruffin Canyon Sandrock Canyon Buchanon Canyon Dove Canyon Allen Canyon Presidio Park TO NORTHPARK TO SERRA MESA TexasSt. Bachm an Pl. Camino del Rio Fria rsRd. Camino de la Reina M issionCenterRd. San Diego Mission Rd.
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2.4-10  Freeway crossings. Where the freeways cross the San Diego River, highlight the river as a significant recreational and natural resource through plantings, as described in the River Park Master Plan. 5. INTEGRATE EXISTING AND NEW DEVELOPMENT WITH THE OPEN SPACE SYSTEM Many of the access and public open space improvements along the San Diego River corridor and adjacent to hillsides must be made across existing developed properties, or in coordination with future development.  Public access to and along the river with new development. New trails or public streets should be integrated through new development along the river corridor to increase public access and visibility along the river and to the open space network. Access must be provided from the nearest public street, at a minimum. Large sites should feature multiple public access through the site to enhance the river’s presence in the community. Specific opportunities for enhanced public access along the river corridor as part of new development include:  Riverwalk Golf Course site, and underutilized commercial properties along Hotel Circle North;  Town and Country site and Union Tribune sites, on the south side of the river between Fashion Valley Road and SR 163;  Park Valley Center site, on the south side of the river between Mission Center Road and Camino del Este;  Access and existing development. Access to and along the river corridor should also be sought across existing developed properties, which create a strong barrier to river access along many stretches of the river. This must be done in coordination with property owners, and may require the dedication of public easements through purchase or transfer of development rights to other portions of the property or beyond.  Access to hillsides and canyons. Future development along the hillside edges adjacent to preserved open space also creates opportunities to connect the community with its natural setting. Proposed development along hillside edges should provide visual or, where possible, trail access to open space lands.  Development oriented to the river. New development along the river should be designed to face both the river and the street. Development should provide connections to the trail system and place active uses such as plazas, cafes, shops, parks, restaurants, recreation centers, and civic/meeting rooms facing public open spaces. Upper levels should address the river with windows and balconies to take advantage of views and, in turn, enhance the sense of urban engagement from the perspective of open space and trail users.
Issues and Options Report 2.4-11 6. CREATE GREEN STREETS THAT SERVE MULTIPLE ROLES The street system itself can provide a framework for connecting Mission Valley’s parks and open spaces with each other and with the residents and workers who will use them. “Green streets,” as they are termed here, may provide both an enhanced pedestrian realm and environmental benefits to air and water quality. Features of this system may include:  New streets. New streets should be created as part of new development, breaking up large blocks, improving pedestrian accessibility, and incorporating stormwater treatment and landscape improvements.  Linear parks. Identify streets that can be redesigned to incorporate linear parks adjacent to the right-of-way. These linear parks can be the framework for a complete trail network, provide recreational amenities, and add to the community’s image and quality of life. With their good visibility and access to the street, linear parks can hold activities like farmers’ markets and street fairs.  Green medians. Many streets in Mission Valley have medians that have little to no landscaping. These can be redesigned to incorporate bioswales and rain gardens that help to slow the rate at which runoff enters the river, reducing flood hazards and filtering out pollutants, while also contributing to a park-like streetscape.  Street trees. Street trees should be provided along all public sidewalks to create a more inviting pedestrian environment and promote walking within the community. Trees should be chosen in part for their capacity to provide shade.  Porous paving. Incorporate permeable pavers and other sustainable materials to help with infiltration of stormwater to replace current impervious surfaces where possible in streets, sidewalks, trails, and parking lots.  Public realm amenities. Add amenities such as café seating, in retail areas or small scale or informal play equipment in residential areas in order to make the public realm more inviting for pedestrians. Public realm amenities such as benches, lighting, signs and plantings, make for a comfortable and safe walking environment and should be included in all streetscape design. Development should be oriented toward the open space system (Guadalupe River Park, San Jose, left.) Green streets can become festival streets for the community (Lancaster Boulevard, Lancaster, right.)
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2.7-1 2.7!Issue 7: Opportunities on Large Sites This section considers the market and urban design-related opportunities associated with seven of Mission Valley’s large shopping center sites: Hazard Center East, Friars Mission Center, Westfield Mission Valley, Westfield Mission Valley West, Park Valley Center, Rio Vista Shopping Center, and Fenton Marketplace. These large sites present opportunities for future changes in use and intensification. The Community Plan Update can help to guide these changes in a way that contributes to successful development and an enhanced physical environment in the community. In some cases, ideas in this section may represent tradeoffs, while in others they could work in combination. Ideas also address connections beyond the sites themselves to the surrounding areas. Sites covered in this chapter are shown on Figure 2.7-1. Table 2.7-1 summarizes market conditions and long term development potential for these sites. In the discussion that follows, sites located in close proximity are grouped. In some cases, one of the sites may be subject to a Specific Plan while another may not. This chapter is formatted somewhat differently than others. Instead of an “issue discussion” followed by a series of “options,” the chapter is organized by site, with existing conditions and planning context followed by a summary of “opportunities.” Hazard Center East and Friars Mission Center EXISTING CONDITIONS Hazard Center East is a neighborhood-serving retail complex featuring a grocery store, two restaurants, and surface parking on a 6.1-acre site bounded by Mission Center Road, Frazee Road, and Hazard Center Drive. An office park is located directly to the north, and other low-rise office development is on the east side of Mission Center Road. The Hazard Center high-rise office building, retail/office complex, and hotel and the Hazard Center Trolley station are located west of Frazee Road. Friars Mission Center is a community shopping center composed of two buildings on a 13.8-acre site. Major tenants include Ralphs, BevMo!, restaurants, and financial services. Friars Mission Center shares a large block with two office towers and two low-rise office buildings occupied by State of California offices and the Art Institute of California. See Figure 2.7-2. PLANNING CONTEXT First San Diego River Improvement Project (FSDRIP) Specific Plan Hazard Center East is part of the 261-acre FSDRIP Specific Plan, dating to 1982. FSDRIP entails two key elements: flood control related improvements along the San Diego River and four major private developments, including Hazard Center. Hazard Center, encompassing three large blocks between SR 163 and Mission Center Road and from the San Diego River to Friars Road, was planned as a multi-use complex with retail, office, and residential development. The Hazard Center East block was slated for a retail center including a grocery store, retail or drugstore, and a restaurant with landscaped surface parking. Development on the site has matched the plan.
2.7-2 Mission Valley Heights Specific Plan Friars Mission Center is part of the Mission Valley Heights Specific Plan, adopted in 1987, which proposed a mix of business park and retail uses on approximately 90 acres of former quarry land. The Plan designated the 15-acre Friars Mission Center site as a community commercial center with good visibility from Friars Road. The Specific Plan also identified pedestrian-oriented improvements between Friars Mission Center and the Hazard Center Trolley station, including a potential overcrossing at the Friars Road and Frazee Road intersection, as well as a pedestrian path on the Hazard Center East site. DEVELOPMENT POTENTIAL Hazard Center East This center is close to the SR 163 freeway, but not freeway-oriented and it turns its back to Friars Road. The Hazard Center trolley station and San Diego River frontage path are easily accessible across the street. The principal development opportunity is office, followed by hotel or multifamily. The site is too small to accommodate a viable, diversified retail center competitive with other sites in Mission Valley. Table 2.7-1: Comparative Market Conditions and Development Potential Hazard Center East Friars Mission Center Westfield Mission Valley Westfield Mission Valley West Park Valley Center Rio Vista Fenton Market- place Market Conditions Total Taxable Sales, 2014 ($1000s) $22,990 $30,009 $262,709 $57,256 $70,108 $63,298 $353,540 % Avg. Annual Growth Rate 2010- 2014 2.90% 6.63% 1.39% 1.77% -0.64% 15.56% 5.14% Taxable Sales per SF, 2014 $354/SF $107/SF $238/SF $294/SF $258/SF $242/SF $567/SF Potential Action Reposition x x Convert x x x x x x Intensify x x x x x x Transition to multifamily/ mixed- use x x x Other (see notes) 1 2 3 4 Potential Land Use Retail/Restaurant Low High High Medium Medium Medium High Office High High Medium Medium Medium Medium Medium Hotel Medium Medium Medium Medium Low Low Medium Multifamily Medium Low Medium High High High High Notes: 1. Transition to office or multifamily with ancillary retail 2. Maintain as a community center; strengthen tenant mix 3. Maintain as a regional mall; replace department store(s); expand mixed of uses 4 Add structured parking to support additional retail/mixed-use Sources: Keyser Marston Associates, 2015; Dyett & Bhatia, 2016.
FENTON MARKETPLACE RIO VISTA FRIARS MISSION CENTER PARK VALLEY CENTER WESTFIELD MISSION VALLEY WESTFIELD MISSION VALLEY WEST First San Diego River Improvement Project Specific Plan Mission Valley Heights Specific Plan Quarry Falls Specific Plan Mission City Specific Plan HAZARD CENTER EAST UPTOWN LINDA VISTA SERRA MESA CLAIREMONT MESA GREATER NORTH PARK MID-CITY: CITY HEIGHTS TIERRASANTA MID-CITY: NORMAL HEIGHTS KEARNY MESA NAVAJO MID-CITY: KENSINGTON- TALMADGE Mission Bay Park Mission Bay EL CAJON BLVD 38THST ADAMS AVEADAMS AVE I-5 I-8 I-805 I-15 163 163 15 I-8 FRIARS RD QUALCOMMWY LINDA VISTA RD ULRICST MORENABLVD EL CAJON BLVD TEXASST MISSIONCENTERRD JUAN ST W WASHINGTON ST MISSIONVILLAGEDR SAN DIEGO MISSION RD ROSECRANSST SUNSET BLVD FASHIONVALLEYRD UNIVERSITY AVE PARKBLVD GENESEEAVE LINDA VISTA R D NAPA ST FRIARS RD MURRAYRIDGERD CA M DE LA REINA CLAIREMO N T DR FRIARS RD 30THST VI A LAS C UMBRES M ORENA BLVD EASTMISSIONBAYDR CAM DEL RIO NORTH MADISON AVE MISSIONGORGERD 43RDST 44THST 45THST MEADE AVE 35THST MADISON AVE IDAHOST ORANGE AVE OHIOST COWLEYWAY KANSASST MILTON ST HOWARD AVE DENVERST OSLER ST HAMILTONST GEORGIAST POLK AVE COMSTOCKST FULTON ST HAWLEYBLVD MONROE AVE MISSISSIPPIST RONDA AVE 32NDST 36THST PINE ST GREYLINGDR CIVITA BLVD ILLIONST 41STST MELBOURNEDR 39THST MARYLANDST CAMPUSAVE TRIASST GRANDVIEWST LAURETTA ST KELLY ST CONGRESS ST COLUSAST CANTERBURYDR SANTORD IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR MADISON AVE POLK AVE 32NDST IOWAST 42NDST 34THST 37THST LINCOLN AVE GESNER ST LITTLEFIELD ST DORCASST W MONTECITO WAY RIO S AN DIEGO DR GLIDDEN ST MARLBOROUGHDR FORT STOCKTON DR W LEWIS ST KURTZ ST FI ELD ST GALVESTONST BURGENERBLVD FAIRMOUNTAVE FENT O N PKY SEA W ORLDDRIVE VI A ALTA Qualcomm Stadium Fig 2.7-1: Opportunities on Large Sites 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 This map/data is provided without warranty of any kind, either express or implied, including but not limited to, the implied warranties of mercantability and fitness for a particular purpose. Note: This product may contain information from the SANDAG Regional Information System which cannot be reproduced without the written permission of SANDAG. This product may contain information reproduced with permission granted by RAND MCNALLY & COMPANY® to SanGIS. This map is copyrighted by RAND MCNALLY & COMPANY®. It is unlawful to copy or reproduce all or any part thereof, whether for personal use or resale, without the prior, written permission of RAND MCNALLY & COMPANY®. Copyright SanGIS 2009 - All Rights Reserved. Full text of this legal notice can be found at: http://www.sangis.org/Legal_Notice.htm Trolley Stops Light Rail Freeways Ramps Streams/Creeks Large Sites San Diego River Park Master Plan River Corridor Area River Influence Area Planning Area Parcels Lakes/Ponds/Bays Mission Valley Community Plan Boundary Community Planning Areas San Diego River San Diego River San Diego River
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Issues and Options Report 2.7-5 Friars Mission Center Anchored by a full-line supermarket and drugstore, this site provides the major community retail center in Mission Valley. It is close to the SR 163 freeway and enjoys high visibility on Friars Road; however, it is relatively far from the trolley. It is flanked to the north by two prominent office buildings within the Pacific Center. The Civita master plan, which will include 4,780 new multifamily housing units, is under development to the east directly across Mission Center Road. The center is somewhat challenged by its elongated configuration: pedestrians are not likely to walk the length of the retail buildings from Frazee Road side to Mission Center Road. Given its success as a community retail center, the probable highest and best use is to remain as a community retail center in the long term. There also may be potential for addition of an office building, possibly displacing lesser-performing retail footprints. Other potential uses have also been considered. ISSUES •! Arterial roads serve as barriers for the community. Friars, Frazee, and Mission Center roads range from six to eight lanes in various locations. Distance between intersections on these arterials ranges between 300 and 600 feet, a relatively long block for pedestrians. The intersection of Friars and Frazee roads in particular is a strong barrier to pedestrian use of the area. •! The Hazard Center Trolley station is underutilized by residents within 1/2 mile radius. The FSDRIP Specific Plan amendment from 2010 observed the limited use of the Hazard Center Trolley station, an observation that is reinforced by Trolley boarding data from 2014. This amounts to a poor use of public transit investment, and a missed opportunity for transit to serve a vital role in Mission Valley. •! Hazard Center Drive is discontinuous. Today, local residents and employees can only travel west of SR 163 or east of Mission Center Road by using the limited-access Friars Road. URBAN DESIGN OPPORTUNITIES The following are a number of potential urban design opportunities that respond to the issues listed above, some of which are illustrated in Figure 2.7-3. 1. Create a Connected, More Fine-Grained Grid A local system of streets and pedestrian ways will provide direct and attractive routes for pedestrians, and connect local businesses and amenities. It will reduce the existing block scale to a more walkable one. A conceptual network of future streets and mid-block pedestrian connections is shown on Figure 2.7-3. 2. Create a High-Quality Pedestrian Realm Streets and paths would not be attractive without pedestrian-oriented amenities. Key elements could include enhanced streetscape design; pocket parks, plazas, and landscaping; seating and shade structures; and water features. Development that is oriented directly toward the sidewalk is critical.
2.7-6 3. Intensify Development Office and/or new or repositioned retail development could occur on the Hazard Center East site, bringing a more urban scale to a location with close proximity to the Trolley and the River, and an existing cluster of office buildings. The Friars Mission Center site could be intensified to accommodate office or mixed retail/residential buildings. With intensification, new roadways should be introduced, and future development should be oriented both to the new locally-scaled streets and walkways and to the roadways around the site perimeter. Active ground-floor uses would help energize the area. Intensification of these sites would require Specific Plan amendments. 4. Enhance Connections with the River Future improvements to the Hazard Center East site should feature high-quality pedestrian connections to allow easy and welcoming access to the San Diego River path.
Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community San Diego River FRIARS ROAD MISSIONCENTERROAD FRAZEE RO AD HAZZARD CENT ER DRIV E M URRAY CANYON ROAD CIVITA BLVD STATEROUTE163 Hazard Center Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 Ralphs Food 4 Less Hazard Center Station Trail access on Hazard Center Drive The entrance of Friars Mission Center at the end of Mission Road The intersection of Frazee and Friars raods HAZARD CENTER EAST FRIARS MISSION CENTER Recent residential development along Westside Drive, part of the Civita project Figure 2.7-2: Hazard Center East and Friars Mission Center – Existing Conditions
1/4M ile R adius from Trolley Station 1/2 Mile Radius from Trolley Station Trolley Station San Diego River FRIAR S ROAD DAORRETNECNOISSIM HAZARD CENTE R DRIVE M URRAYCANYONROAD MISSION VALLEY ROAD CIVITA BLVD STATEROUTE163 Hazard Center Station FRAZEE ROAD Potential Active Frontage Potential Westside Drive 0 1,000 FEET 250 500 Figure 2.7-3: Hazard Center East/ Friars Mission Center Existing Residential Existing Residential Existing Residential Existing Residential Potential Future Development Potential Future Development Potential Plaza Existing Residential Existing Office Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Intersection Improvement Trolley Existing Driveway Crosswalk Existing Trail Building Footprint
Issues and Options Report 2.7-9 Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center EXISTING CONDITIONS Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center are a conglomeration of retail development between I-8 and the San Diego River and between SR 163 and Qualcomm Way. Westfield Mission Valley, built in 1961 as Mission Valley Mall, was the first shopping complex built in the valley. It occupies a 60-acre site and today features Macy’s and Macy’s Home Furnishings; regional chains including Target, Bed Bath & Beyond, and Michaels; and the 20-screen AMC Mission Valley cinemas. Parking is primarily provided in surface lots around the perimeter; in addition, a significant amount of subterranean parking is provided near the mall’s interior. Westfield Mission Valley West, located on a 14.8-acre site on the west side of Mission Center Road, currently features Trader Joe’s, Marshalls, and Ulta, with restaurants along Camino de la Reina and Mission Center Road. Finally, Park Valley Center is located on a 22.5- acre site on the north side of Camino de la Reina, and features Saks Off 5th Ave, Best Buy, and Staples. The Mission Valley Center Trolley Station is located on the north side of Park Valley Center, providing transit within walking distance of this area. North of the Trolley station lies the San Diego River and a segment of the River Path. Figure 2.7-4 shows existing conditions at these sites. PLANNING CONTEXT The Westfield Mission Valley West site and the Park Valley Center site are included in the First San Diego River Improvement Project (FSDRIP) Specific Plan. The Westfield Mission Valley West parcel is proposed for a commercial office building with restaurants, boutiques, specialty shops and similar uses integrated into an office tower. The building would include 490,000 square feet of floor area and rise 20 stories or more, occupying just 5 percent of the site, the remainder of which would be landscaped to create a park-like setting, with parking underground. At the Park Valley Center site, the Plan identifies a two-phase development program, with free-standing commercial buildings in the first phase (now built), and a second phase that could include high- intensity office and hotel development, or additional retail development, depending on the market. Five options are provided in the FSDRIP, emphasizing the relationship between buildings, a pedestrian connection to the future Trolley station, and the river. The most intense option includes 300,000 square feet of retail, 500,000 square feet of office space, 300 hotel rooms, and parking garages. The Plan calls for providing good pedestrian access, and restricts development adjacent to the river. The San Diego River Park Master Plan, adopted by the City in 2013, identifies additional, specific design elements along the river that would celebrate the presence of the River Park. Elements include overlooks, neighborhood parks, signage, and river- oriented active uses. DEVELOPMENT POTENTIAL Westfield Mission Valley Mall As Mission Valley’s first mall, this center occupies a large site with excellent freeway visibility, two freeway interchanges, and Trolley access just across the street to the north. The center has transitioned over the years to add a cinema, fitness center, new restaurants, and a Target store. It
2.7-10 has also responded to consolidations in the department store industry. The anticipated highest and best use of this site is as a regional retail destination, but with diversified uses, possibly to include office, hotel, and/or multifamily. Westfield Mission Valley West Mission Valley West is a smaller, surface-parked center that enjoys direct freeway visibility and access. It is far from the Trolley. Several hundred multifamily units are situated to the north and west (currently under construction). Although retail use in this location will likely continue to be viable, the probable long-term highest and best use of this site is multifamily. Office and hotel uses are also likely to be viable in this location. Park Valley Center This site is a long and narrow property stretching from Mission Center Road on the west (Best Buy) to Qualcomm Way on the east (Staples). It is directly served by the Trolley and fronts the San Diego River, but has no direct access to the river frontage. It is located directly north of the Westfield Mission Valley mall. If the site remains in retail use, it will continue to function as a disparate collection of retail stores and restaurants, i.e., shoppers will not likely walk from Best Buy to Staples. The shallow parcel reportedly limits options due to truck loading requirements. Given its trolley access, multifamily may be a strong long-term use of this site. ISSUES The bullet points below summarize the present issues that applies to some or all of the large sites: •! Auto-oriented street environment. Camino de la Reina and Mission Center Road are currently highly auto-oriented streets, with few crossings and only basic pedestrian infrastructure and amenities. This environment presents a challenge in the context of potential future development that supports walking and transit use. •! Westfield Mission Valley turns its back on the street. Macy’s has a brick wall along the Camino de la Reina street frontage. The Mall’s entrances are set back behind the parking lot, with no clear connection for visitors who come from the Trolley station. A successful transition to a pedestrian-supportive environment connecting this site with the larger area would benefit from design changes, pedestrian facilities, and new development around the Mall perimeter. •! Park Valley Center site does not address the river. The river is a great natural asset, but the shopping center turns its back on the river. With future development, this site has the potential to address Camino de la Reina, the Trolley station, and the river, and to incorporate strategic public and pedestrian-oriented spaces. Given the shallow parcel depth and the Trolley structure, design solutions may include upper-level restaurant patios facing the river, and ground-level pocket storefronts, design features or public art. •! The Trolley line separates the river and the trail from development to the south. The Trolley line itself creates a barrier to full access to and enjoyment of the river.
Issues and Options Report 2.7-11 URBAN DESIGN OPPORTUNITIES The following are a number of potential urban design opportunities, or options, that respond to the issues listed above, and figure 2.7-5 illustrates. 1. Develop Camino de la Reina as a “Main Street” As discussed in Chapter 2.3, Camino de la Reina’s central location, accessibility to the trolley, and strong relationship with the river give it potential to develop as a “main street.” To support the development of a main street, the following improvements may apply along Camino de la Reina: •! Enhanced intersections and crosswalks; •! Streetscape improvements (paving, lighting, trees, amenities); •! On-street parking; •! Active ground floor uses and primary entrances facing Camino de la Reina; •! Potential for mixed-use, high-intensity development including condominiums and apartments above retail. 2. Foster New Urban-Scale Development Each of these sites has the potential to intensify, including street-oriented additional retail and/or office and hotel development around the Westfield Mission Valley Mall; future multifamily development at the Westfield Mission Valley West site; and a mix of multifamily and a pedestrian-oriented retail core on the Park Valley Center site. Capturing these opportunities may require amendments to the FSDRIP. 3. Create a Community Gathering Space between the Station and Camino de la Reina A linear station plaza extending south from the station will strengthen the Trolley’s connection to Camino de la Reina, Westfield Mission Valley Mall and future active, street-facing development. The plaza could also host festivals and local events, making this area an exciting destination for both the Mission Valley community and visitors from around the larger region. 4. Celebrate and Connect to and Across the San Diego River The San Diego River and River Trail are important community assets in Mission Valley, and should be better connected to adjacent development, with more visible access points and buildings that face the river. Future development at the Park Valley Center site must support ample access to the River Trail, including in the vicinity of the Trolley station; in the vicinity of a future pedestrian/bike bridge over the river, and at the west and east ends of the site, where the Trail is directly accessible without crossing the Trolley tracks. Future development on the Westfield Mission Valley West site should be planned to reinforce river access corridors between residential developments to the north.
2.7-12 5. Enhance Access to the Mission Valley Center Trolley Station A pedestrian bridge linking the Mission Valley Center Trolley Station with development to the north should be seriously explored, along with improvements to the street and pedestrian grid north of the river. The bridge can be aligned with an existing undeveloped corridor between residential developments on the north side, and with the primary entrance to the Mission Valley Mall to the south, and within a short walk of the Mission Valley Center Trolley Station. It would connect with the San Diego River Trail on the north side; a new trail along the north-south easement connecting to Station Village Lane and Friars Road; and new public connections through residential developments on the east and west. This page intentionally left blank.
Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINO DE LA REINA CAMINODELESTE MISSIONCENTERROAD CAMINODELARROYO San Diego River San D iego River TrailMission Valley Station 0 1,000 FEET 250 500Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. Retail stores facing Camino de la Reina station platform ParkValley Center adjacent to theTrolley station Big box commercial stores Large surface parking lot Pedestrian path connecting ParkValley Station and Camino de la Reina Bus transit along Camino de la Reina Sidewalks along Camino de la ReinaWESTFIELD MISSIONVALLEY PARK VALLEY CENTER WESTFIELD MISSIONVALLEY WEST Figure 2.7-4 Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center - Existing Conditions
RIO SAN DIEGO DRIVE CAMINO DEL RIO NORTH CAMINO DEL RIO NORTH 1/4 Mile Radius from Trolley Sta tion INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINODELESTE MISSIONCENTERROAD CAMINODELARROYO San Diego River Trail San Diego River CAMINO DE LA REINA FRIARS ROAD STATION VILLAGE LANEMISSION CENTER CT GILLVILLAGEWAY Potential Station Plaza Potential Future Development Existing Station Active Street Frontage Reposition and Intensify Proposed Mixed-Use Potential Pedestrian/ Bike Bridge Connection to North Side Neighborhoods Hazard Center Station Existing Residential E xi sti ng Resi denti al E xi sti ng Resi denti al Planned Mixed-Use Existing Residential E xi sti ng Resi denti al E xi sti ng Resi denti al Existing Drainage Corridor Existing Crosswalk Existing Trail Trolley Existing Driveway Building Footprint Bus Stop Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Pedestrian Crossing Future Trail 0 1,000 FEET 250 500 Figure 2.7-5: Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center - Urban Design Opportunities
Issues and Options Report 2.7-15 Rio Vista Shopping Center EXISTING CONDITIONS Rio Vista Shopping Center is bounded by Friars Road, Rio San Diego Drive, Gill Village Way, and Qualcomm Way. The center, completed in 1995, falls within a quarter-mile radius of the Rio Vista Trolley station. It is adjoined by multifamily residential development to the south and west, large-scale office buildings to the east, and the future Village Walk retail component of the Civita project to the north. The Rio Vista Shopping Center includes two main buildings and large surface parking lots extensively planted with palms. Currently, the major tenants are Ross, Sports Authority, Office Depot, Party City, and Living Spaces. Existing conditions are shown on Figure 2.7-6. PLANNING CONTEXT First San Diego River Improvement Project (FSDRIP) Specific Plan The Rio Vista Shopping Center is included in the FSDRIP Specific Plan, and designated as a retail center that would act as a component of transit-oriented development centered on the Rio Vista Trolley station. The Plan also includes a linear, open station plaza between the Trolley station and Rio San Diego Drive to promote visibility and accessibility. The Promenade at Rio Vista, developed in 2009, has design features that address the Trolley station, but feels internally- focused. Quarry Falls Specific Plan and Civita The Quarry Falls Specific Plan outlines the land uses, circulation, and design standards for the large vacant site north of the Friars Road that is currently being developed as Civita. When complete, Civita will feature over 4,000 residential units, Quarry Falls Park, additional street connections to Friars Road, and a retail core—Village Walk—directly north of the Rio Vista Shopping Center, across Friars Road. DEVELOPMENT POTENTIAL Rio Vista has visibility and access to Friars Road and Qualcomm Way, but is relatively remote from the freeway. The Trolley is located relatively close to the south. The center has experienced an evolution of tenants, as Kmart and Sears Essentials turned over before Living Spaces settled into the anchor space. The Civita master plan, which will include 4,780 new residential units, 603,000 square feet of commercial retail, and a 620,000 square feet of commercial office, is under development directly north across Friars Road. The Rio Vista site may face challenges as a retail center; the probable highest and best use is judged to be multi-family. ISSUES Three major issues are present on the Rio Vista shopping center site: •! Limited pedestrian access. Crosswalks are present at three intersections along Rio San Diego Drive. There are currently no crosswalks on Gill Village Way, limiting pedestrian accessibility from the west. Friars Road is a major barrier between Rio Vista and the Civita development to the north.
2.7-16 •! No visibility to the Trolley station. The Promenade at Rio Vista obstructs the visibility between the Rio Vista Shopping Center and the Trolley station, and causes the access to feel private. •! Grade-separated roadways and development. Friars Road is built above grade and Qualcomm Way is lowered below grade to accommodate on- and off-ramps. Office and residential buildings in the vicinity of Rio Vista Shopping Center are developed high above Qualcomm Way, making the roadway inhospitable and causing the buildings to be disconnected from any pedestrian activity. URBAN DESIGN OPPORTUNITIES Opportunities to address these issues while taking into consideration the development potential on the site are summarized below and illustrated in Figure 2.7-7. 1. Improve Pedestrian Access Potential ways to increase connectivity between the Shopping Center and adjacent residential development include: •! More crosswalks along Rio San Diego Drive and Gill Village Way; •! Enhanced pedestrian treatments such as bulb-outs, raised crosswalks, pedestrian refuges, pedestrian beacons and countdown signals; •! New local street(s) with active ground floor uses connecting north from Rio San Diego Way; •! New retail buildings with street-facing entrances along Rio San Diego Drive; •! On-street parking. 2. Strengthen Connections to the Trolley Station and the Street Grid The Shopping Center’s current site plan allows for intensification to occur while maintaining “permeability” into the site directly from the Rio Vista Trolley Station; Camino del Este and land to the south; and Gill Village Way/Civita Boulevard and the Civita development to the north. If new streets and public spaces are introduced, they should extend the pattern established by the current network. 3. Establish a Community Shopping Hub on Both Sides of Friars Road Upon completion of Civita, the two retail centers will be at the center of Mission Valley’s residential development. There is a potential for integrating the two retail centers into one interconnected district. Figure 2.7-7 shows potential connections across Friars Road, which could be at grade and/or elevated as skywalks. 4. Create a High-Intensity Mixed Use District The Shopping Center site could be divided into a finer-grained district, with mixed-use development sites potentially lining Rio San Diego Drive, and robust connections to Civita’s Village Walk district to the north.
Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community San Diego River FRIARS ROAD QUALCOMMWAY RIO SAN DIEGO DRIVE CAMINODELESTE GILLVILLAGEWAY CIVITABLVD Rio Vista Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 RioVista Shopping Center Friars Road Large surface parking lot An office park east of QualcommWay, raised above street level RioVistaWest Station at the end of a linear park The Promenade condominiums south of RioVista GillVillageWay Driveway lines up with pedestrian connection to theTrolley station. Figure 2.7-6: RioVista – Existing Conditions
1/4 Mile Radius from Trolley Station San Diego River FRIARS ROAD GILLVILLAGE WAY CIVITA BLVD QUALCOMMWAY CAMINODELESTE STATION VILLAGE WAY CAMINO DEL RIO NORTH Rio Vista West Station INTERSTATE HIGHWAY 8 RIO SAN DIEGO DRIVE Planned “Village” Development Existing Offices Existing Hotel Existing Residential Existing Residential Existing Residential Existing Residential Potential Pedestrian Bridge/Crossing Potential Future Development 0 1,000 FEET 250 500 Figure 2.7-7: Rio Vista Shopping Center - Urban Design Opportunities Potential Reorientation to Rio San Diego Drive Existing Pedestrian Connection Potential Pedestrian Connection Potential Future Development Existing Driveway Existing Trail Trolley Building Footprint Potential Pedestrian Crossing
Issues and Options Report 2.7-19 Fenton Marketplace EXISTING CONDITIONS Fenton Marketplace, opened in 2000, is defined by three anchor stores (Costco, Ikea, and Lowe’s) on the west, an expansive surface parking lot at the center, restaurants and retail stores on the east along Fenton Parkway, and the Mission Valley Library at the south. Across from the library and behind the Del Rio Apartment Homes is the Fenton Parkway trolley station. Existing conditions are illustrated on Figure 2.7-8. PLANNING CONTEXT Adopted in 1998, the Mission City Specific Plan proposes a mix of residential, commercial, and office uses on a 225-acre site east of I-805 on both sides of Friars Road. Fenton Marketplace is located in the “Mission City South” subarea, which the Plan describes as a “lively urban core with a variety of land uses.” The Plan emphasizes providing access to the Trolley station, to the San Diego River Corridor, and to the Mission City trail systems north of Friars Road. Suggested design elements include a station arrival plaza, a multi-use trail “paseo” extending the Mission City trail from the northern neighborhood to the pedestrian connections south of Friars Road, greenbelts, and supportive community or civic uses. Both the existing Community Plan and the Mission City Specific Plan propose a new right of way, known as the Milly Way Bridge, to connect the Fenton Parkway and Camino De Rio North across the San Diego River. DEVELOPMENT POTENTIAL This power center has three extremely strong large anchor stores: Costco, IKEA, and Lowe’s. It also has direct Trolley access, the Mission Valley branch library, and river frontage. There is no evidence that other retail centers or locations in the trade area are likely to displace Fenton Marketplace’s superior competitive position. However, in the longer term, multifamily housing may be the probable highest and best use for at least portions of the property. One option for the site is the gradual introduction of structured parking and intensification of development with new uses such as multifamily and mixed-use buildings. The Bay Street Emeryville development in the Bay Area provides a good example. ISSUES Key issues at Fenton Marketplace today are summarized below: •! Connectivity between the Marketplace and the Trolley station is lacking. There is no direct path or wayfinding between the Trolley station and the Marketplace, and the Trolley station is not visible from the Marketplace or from the rest of the neighborhood. •! The trail under Friars Road is an underutilized asset. The pedestrian underpass serves an important need, creating a safe crossing of Friars Road between a major shopping destination and the Portofino and Escala residential communities to the north. This path may not be used to its full potential.
2.7-20 •! The commercial buildings along Fenton Parkway do not activate the street. The retail buildings along the Marketplace’s perimeter are active and successful, but their entrances all face into the site interior. •! Suburban layout. The Marketplace’s large parking lots and big box stores give the Marketplace a low-intensity, suburban character that does not make the most of its urban site characteristics. Introduction of mixed-use or multifamily development would require structured parking for the strong retail center. URBAN DESIGN OPPORTUNITIES The ideas summarized below respond to these issues and to potential intensification at Fenton Marketplace in the future, and are illustrated in Figure 2.7-9. 1. Intensify Fenton Marketplace as a Regional Commercial Center Building on the existing success of the three anchors, the marketplace has the potential to intensify by converting the existing surface parking to structured parking and adding additional major tenants. 2. Transition Fenton Marketplace to Be a Pedestrian-Oriented Neighborhood Center Surrounded by residential uses and a transit stop, Fenton Marketplace has tremendous potential to evolve as a walkable commercial center, where regional shoppers can park once, and residents from adjacent neighborhoods can access it on foot. Some features of this center may be: •! Street-facing retail on Fenton Parkway; •! A diverse tenant mixed of retail and services; •! Enhanced pedestrian realm and interior network, including a direct connection between the Friars Road underpass and Mission Valley Library and a pedestrian plaza where festivals and events could take place; •! Enhanced connection between the Marketplace, Mission Valley Library and the Trolley station. 3. Create a Mixed-Use District Fenton Marketplace could be adapted to a higher-intensity mixed-use district, using the current driveway network as a framework for future streets, and replacing parking lots with new mixed use buildings and structured parking. Future mixed-use development may be best suited for the western portion of the site, near Fenton Parkway, leaving space at the site interior for structured parking for the retail center, which benefits from direct access and visibility from Friars Road. 4. Enhance the Trolley Station Area, and Connections to It The Trolley station is in need of design improvements that will enhance visibility and provide refuge for the transit riders. Two key design treatments, as suggested in the specific plan, would be appropriate:
Issues and Options Report 2.7-21 •! A station arrival plaza. A plaza should be created that is highly visible and connected to adjacent development, Fenton Parkway, the Mission Valley Library and the Marketplace, the future San Diego River Path, and a future park on the Qualcomm Stadium site. •! Extension of Fenton Parkway (Milly Way Bridge). The Milly Way Bridge would attract office workers at Centerside and other potential transit riders and visitors from south of the San Diego Riverto the Trolley station and the Marketplace. The connection should be a pedestrian/bike connection at a minimum, and preferably should accommodate vehicles.
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Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community CAM INO DEL RIO NO RTH INTERSTATE HIGHW AY 8 FRIARS ROAD QUALCOMMWAY San Diego River NORTHSIDE DRIVE FEN TO N PARKWAY RIO SAN DIEGO DRIVE MISSIONCITY PARKWAY Fenton Parkway Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 Office park across from the Fenton Marketplace Retail stores at the entrance of the Marketplace MissionValley Library Driveway in front of Ikea Pedestrian path within the parking lot Fenton Marketplace Driveway The trail underpass and exit at Friars Road Fenton ParkwayTrolley station platform Dead end of Fenton Parkway Figure 2.7-8: Fenton Marketplace – Existing Conditions
NO RTHSIDE DRIVE MISSIONCITY PARKWAY 1/4 M ileRadiusfromTrolleyStation Potential Active Frontage 0 1,000 FEET 250 500 Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Intersection Improvement Future Trail Existing Trail Trolley Existing Driveway Building Footprint CAM INO DEL RIO NO RTH INTERSTATE HIGHW AY 8 FRIARS ROAD STADIUMWAY San Diego River Potential Site for Parking Structure Potential Bridge Connection Future Park Figure 2.7-9: Fenton Marketplace RIO S AN DIEG O DRIVE FENTO N PARKWAY Key Pedestrian Connection Potential Park Existing Underpass Existing Trolley Station Access to Future Park and River Trail Potential Station Plaza
2.8-1 2.8! Issue 8: Appropriate Land Uses South of I-8 Issue Discussion The geography of Mission Valley gives the community a highly linear form. Movement is relatively easy from east to west, but is highly constrained in the north-south direction by the steep slopes that form the community’s north and south edges; by the San Diego River; and by major roadways, most importantly I-8. I-8 traverses Mission Valley from west to east at the base of the valley’s southern edge. It creates a powerful barrier between the great majority of the community, which lies to the north, and the small band of development to the south. The unique conditions in the corridor south of I-8 call for special attention in the Community Plan Update process. SITE CONSTRAINTS SOUTH OF I-8 The disconnected quality of the South of I-8 corridor has several distinct characteristics. First, the parcels are disconnected from development on the mesa to the south by the steep hillside, and disconnected from development to the north by I-8. Second, the strip’s circulation system is limited almost entirely to one street: Taylor Street/Hotel Circle South to the west of SR 163; Camino del Rio South to the east. That street functions as a frontage road for I-8, with only limited connections to I-8 and a small number of other streets and freeways over an approximately six-mile length. Third, the strip itself is segmented. The portion west of SR 163 is disconnected from the portion to the east. Freeway ramp infrastructure at Texas Street/Qualcomm Way, and Interstates 805, and 15 results in awkward circulation patterns along Camino del Rio North. The disconnected nature of the South of I-8 corridor means that the area has limited access to amenities in Mission Valley, even ones that are physically very close, such as the San Diego River. It is challenging for workers and hotel guests south of I-8 to reach the River, the Trolley, or the restaurants and shops around Westfield Mission Valley Mall on the north side of the freeway, and very few amenities are available on the south side. The limited roadway connections limit the area’s capacity to handle traffic, and create substantial challenges in providing public services (e.g. fire and police). Finally, the corridor’s location directly adjacent to I-8 results in development in an area with air quality and noise impacts. SITE ADVANTAGES The South of I-8 corridor also enjoys the notable benefit—from a commercial perspective—of high visibility from I-8, and relative accessibility to key regional destinations including the downtown San Diego, the airport, Mission Bay Park, Qualcomm Stadium, and San Diego State
2.8-2 University. The strip has potential advantages in the form of future direct connections to open space trails in hillside and canyon open spaces and to an enhanced system of open spaces and trails connecting to the river and beyond. EXISTING LAND USES The western portion of the South of I-8 corridor, from Presidio Park to SR 163, is composed mainly of hotels and motels, with a mix of older properties with a low-rise, landscaped character and newer mid- and high-rise properties with national hotel brands. Between SR 163 and Texas Street, more hotels give way to a mix of commercial uses, including a small concentration of auto dealerships. East of the Texas/Qualcomm interchange, the South of I-8 corridor is characterized by primarily low-rise office buildings with surface parking, except where the steep hillside and open space descends directly to the street (Camino del Rio South). Properties along the corridor have depths ranging from 200 to 700 feet, with most in the middle of that range; the back sides of most properties abut steep undeveloped hillside. Options Four strategies for directing future land uses and public investments in the South of I-8 corridor are presented here. These may be pursued separately or in combination, and may treat different aspects of the issue. 1. CREATE DISTINCT DISTRICTS ALONG THE CORRIDOR The corridor has a relatively clear land use pattern today, which can be reinforced in the Community Plan Update to support further development of each area. These land use character areas are shown on Figure 2.8-1. Hotel District in the Western Segment The western segment of the corridor, between Presidio Park and approximately Mission Center Road, is primarily composed of hotels and motels, and has the best access to Mission Bay Park and Sea World; the airport; and downtown. The current Community Plan designates this area for “Office or Commercial Recreation” and “Commercial Recreation.” The Community Plan Update could strengthen the hotel focus for this area by more narrowly tailoring the land use mix, removing the office option and facilitating visitor-serving commercial uses including hotels and restaurants. Updated development standards could facilitate the higher-intensity hotel format toward which there has been a transition. At the same time, the Plan Update could set lower development intensity or include incentives to encourage the rehabilitation and repositioning of aging “garden models,” which could play up their history and provide an alternative, boutique hotel environment which isn’t as of yet well-established in Mission Valley.
S a n D i e g o R i v e r FAIRMONT AVE CAM INO DEL RIO NORTH CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH CAMINO DEL RIO SOUTH Fenton Parkway Station Qualcomm Stadium Station Mission San Diego Station 8 8 15 805 BACHMANPLACE PRESIDIO DR HOTEL CIRCLE SOUTH HOTEL CIRCLE NORTH HOTEL CIRCLE PLACE TAYLOR ST I N T E R S T A T E H I G H W A Y 8 S a n D i e g o R i v e r FASHIONVALLEYROAD CAMINO DE LAREINA MORENABLVD TAYLOR ST Fashion Valley Station Morena/ Linda Vista Station 8 163 FRIARS ROAD Sefton Field YMCA Presidio Park Riverwalk Site S a n D i e g o R i v e r CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH CAMINO DE LA REINA MISSIONCENTERROAD QUALCOMMWAY CAMINO DE LA REINA CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH 805 Hazard Center Station Mission Valley Center Station Rio Vista West Station 8 163 CAMINO DEL RIO SOUTH Buchanan Canyon TEXASST I N T E R S T A T E H I G H W A Y 8 I N T E R S T A T E H I G H W A Y 8 Figure 2.8-1: South of I-8 Corridor Retail Service Commercial/ Auto Row or Regional Retail Office Mixed-Use Office Visitor-Oriented Commercial Office West Segment Central Segment East Segment Visitor-Oriented Commercial SR15CommuterBikeway 0 1 MILES 1/4 1/2 Development Character Trails/Pedestrian/Bike Connections (Conceptual) Enhanced Pedestrian/Bike Connections Existing Trails Trolley Mission Valley Community Plan Area Normal Heights Canyon
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Issues and Options Report 2.8-5 The Community Plan Update can help foster transition to both higher-intensity hotels (left) and boutique properties (right). Service Commercial Uses and Auto Row in Central Segment The segment of the corridor between approximately Mission Center Road and the Scottish Rite Center could be identified as a zone for service commercial uses, including auto sales and services and public storage. Three auto dealerships are already located in this segment. The clustering of more auto dealers along this strip would help to create a critical mass, and would provide a location for dealers who may want to relocate from the north side of I-8 where development pressure for higher-intensity development is strong. Zoning with a more limited set of allowed uses may result in lower land valuations and property tax assessments, which would be beneficial to the success of an “auto row.” The Scottish Rite site could be a key asset for a future auto row, as could potential land freed up if the I-8 interchange at Texas Street/Qualcomm Way were to be redesigned in a more space-efficient manner. On the other hand, auto dealers have expressed the desire to have land use options, allowing them to adapt to market conditions, and have stated that moving from current locations and leases could result in large tax charges. This issue could be addressed in lieu of introducing more restrictive zoning. Regional Retail Uses in the Central Segment Alternatively, the central segment of the South of I-8 corridor could be designated for retail commercial development, and could become a site for big-box and other regional-serving stores. This would allow flexibility for big box retailers with a regional draw, which would benefit from the high freeway visibility from I-8 that they be afforded in this location. The depth of the parcels would be adequate for these uses. This would also carry the regional retail character over from Westfield Mission Valley Mall, to the north, and could allow regional retail to shift from other locations in the community. Fletcher Parkway in La Mesa provides an example of regional retail development on a corridor with limited lot depth. Camino del Rio South may not currently have the capacity to handle the traffic generated by large retail box stores, and would very likely need to be expanded. Office Corridor in Eastern Segment From approximately the Scottish Rite center west of Texas Street to the eastern boundary of the community, the south side of I-8 is lined with primarily 2 to 5 story office buildings, typically set
2.8-6 back some distance from the street, with surface parking and landscaping. This stretch of the corridor has one street connection to the north side of the freeway, at Mission City Parkway, and no access to the mesa above. The current land use profile of the area could be reinforced by the Community Plan Update. 2. FACILITATE DIVERSE COMMERCIAL LAND USES THROUGHOUT CORRIDOR An alternative option would be to allow a broad range of land uses throughout the corridor, except that residential uses would continue to be not allowed because of the area’s limited access and the freeway-related environmental effects. Because the area is relatively disconnected from the rest of the community, even if the land use mix produces an “incoherent” feeling, there would not be substantial impact on district character north of I-8, and the market would generate the type of development best suited to each site. For example, hotels may flourish in the eastern segment, even if they are not there currently, due to proximity to Qualcomm Stadium and San Diego State University. Retail commercial development may find a strong niche in the central segment, spinning off from the Westfield retail properties on the north side. Given the separation from high-quality transit and direct connection with the freeway, development intensity limits could be calibrated with traffic capacity, similar to the current approach. 3. DIMINISH THE BARRIER EFFECT OF I-8 BY ENHANCING CONNECTIONS The third option could be combined with either of the first two, but would be especially relevant with Option 1. Existing connections across I-8 would be enhanced and new connections would be created, to link the South of I-8 corridor with the rest of the community. Existing crossings would be made much more pedestrian-friendly, and new crossings would be created in each segment, enhancing access to amenities on the north side of I-8. In particular, crossings would be planned to provide good access to Trolley stations and to the San Diego River greenway. Crossings would also link parks and open spaces on the south and north side, and link the river greenway to the canyons (see Chapter 2.4). Finally, crossings could reinforce a hotel district along Hotel Circle South and North, on both sides of I-8; and an office district along Camino del Rio South and North, on both sides of I-8. Freeway decks providing parks and unifying districts could be explored. Figure 2.8-1 indicates potential crossing enhancements.
2.9-1 2.9!Issue 9: Enhancing Access to the San Diego Trolley Mission Valley remains a car-oriented landscape despite the presence of high quality transit offered by the Green Line Trolley, as well as multiple express and local bus routes. Although the Mission Valley community can be characterized as a dense environment, land parcels tend to be very large, creating a fragmented built environment which in turn poses challenges for accessing the Trolley. Bus service is similarly challenged, where service quality and on-time performance suffers due to heavy vehicular traffic, particularly along bus routes that provide service to and from other neighboring communities. There is a potential in this community for increased transit ridership through improvements to localized Trolley Station access, improvements to station amenities and comfort levels, and improvements to bus service performance by alleviating traffic-related impediments to on-time performance through transit priority treatments. Access and Connectivity Issues at Trolley Stations There are a total of seven Green Line Trolley Stations in Mission Valley: Fashion Valley Transit Center, Hazard Center, Mission Valley Center, Rio Vista, Fenton Parkway, Qualcomm Stadium, and Mission San Diego. Two additional Trolley Stations are located within close proximity to the Mission Valley community: Morena/Linda Vista, located approximately ¼-mile to the west of the community boundary, and Grantville, located approximately ¾-mile to the east of the community boundary. The following summarizes access and connectivity issues for each station: •! Morena/Linda Vista: The station area provides quality access to the adjacent neighborhood of Morena, the Mission Valley YMCA, and several nearby employment centers. Further from the station, industrial land uses are prevalent, which limits potential connectivity. Although the station is located near the San Diego River, access to the San Diego River Trail is not possible near the Trolley Station. •! Fashion Valley Transit Center: Pedestrian connectivity to the adjacent Fashion Valley Mall is possible through a direct pedestrian bridge. The primary focus of this station is to serve mall patrons. A second priority of the station is to serve those transferring to and from bus services to the Trolley. Generally, other adjacent land uses are car-oriented, and do not support much pedestrian or bicycle connectivity, such as the RiverWalk Golf Course, the Town and Country Resort, and nearby office parks.
2.9-2 •! Hazard Center: The Hazard Center Trolley Station is within easy walking distance of the Hazard Center mall, the DoubleTree hotel, the San Diego River Trail, and a multifamily community to the south. South of the river, additional multifamily communities exist such as the River Scene, River Front, and Rio del Oro developments, but connectivity remains an issue due to a need to cross the San Diego River. Further from the station, land uses tend to be big-box retail, and are separated by wide, heavily-travelled, high speed arterials that tend to discourage walking and cycling. Additionally, the station’s location is somewhat hidden from view, which forms an addition barrier to potential transit users. •! Mission Valley Center: The station area provides quality access to the San Diego River Trail. Generally, the station is in close proximity to many of the dining, retail, and entertainment opportunities near the Westfield Mission Valley mall. However, access is discouraged because of the station’s location behind the adjacent shopping center, discontinuous land uses, long block lengths, and the need to cross wide, heavily-travelled, high speed arterials. North of the station there are several multi-family developments, but the San Diego River presents a barrier to connectivity. In addition, some residential complexes have locked gates that limit “back door” access to the properties, which may provide shorter walking distances than existing access options. •! Rio Vista: The Rio Vista Trolley Station primarily serves adjacent multifamily developments. Nearby shopping and employment centers offer ample parking, nearly all of which is located closer to the establishment’s front door than the Trolley Station. New nearby residential developments, such as Civita, currently lack pedestrian connectivity. The Trolley Station’s location within the adjacent Rio Vista Apartment complex can may confuse riders since the station is visually obscured from the street network, and may appear to be an amenity for Rio Vista residents only. Although access to the San Diego River Trail is available, the majority of nearby land uses are residential. •! Fenton Parkway: Fenton Parkway is situated near multifamily residential developments, the Mission Valley Branch Library, and the Fenton Marketplace shopping center. However, the station is located behind the adjacent residential complex and requires a longer walk than the farthest parking spots. Nearby residential uses are gated, and lack direct access to the Trolley Station due to fencing. Several large employment centers are located across the San Diego River to the south, such as the Centerside office complex, which is among the largest in the community. However, these office complexes lack connectivity to the Trolley Station. In addition, nearby retail is mostly big-box style, which often corresponds to large purchases requiring a vehicle to transport. •! Qualcomm Stadium: This station is primarily used to access events taking place at Qualcomm Stadium, as well as for park-and-ride access during periods of non- use. There are no land uses near this station that would attract or encourage uses other than events at the stadium, and no access to the San Diego River Trail. •! Mission San Diego: This station area is located near auto-oriented multifamily residential developments as well as the San Diego Mission, which have reasonably
Issues and Options Report 2.9-3 direct access from the Trolley Station. There are few nearby commercial land uses. The Trolley Station is situated close to I-8 which poses difficulties for cyclists and pedestrians, and also limits the number of land uses to the south that would attract transit riders. •! Grantville: The Grantville Trolley Station is located near commercial and light industrial land uses approximately ¾-mile to the east of the Mission Valley Community. The station has 254 parking spots on site, which provide park and ride opportunities. However, the station is located along a frontage road near the north side of the Interstate 8 freeway, which limits the number of destinations that can reasonably be reached on foot. Options 1. IMPROVE TROLLEY STATION ACCESS BY INCREASING PEDESTRIAN CONNECTIVITY Figure 2.9-1 shows the key corridors in Mission Valley. One notable feature is the presence of three significant east-west corridors, including I-8, the San Diego River, and Friars Road, and four north-south corridors, including SR-163, Mission Center Road, Qualcomm Way, and I-15. Although these corridors provide significant automobile access, they create barriers for cyclists and pedestrians attempting to access the Trolley. In order to improve station access, it will be necessary to devise connections that allow for easy access across these barriers, such as the recently installed high-intensity activated crosswalk (HAWK) beacon on Mission Center Road, as shown below. Pedestrian bridges across the San Diego River at the Hazard Center and Mission Valley Center stations, similar to what is available near the Fashion Valley Transit Station, would also provide greater connectivity and shorter walking times than the existing roadway crossings. The Fenton Parkway station would have greater connectivity through either a multimodal or pedestrian bridge. Since most transit riders begin or end their trip as a pedestrian, safe pedestrian crossings improve access to Trolley Stations, particularly given the wide, high-speed roadways present in the community. HAWK beacon on Mission Center Road.
2.9-4 2. ENHANCE STATION AMENITIES AND IMPROVE COMFORT LEVELS Ensuring that stations are comfortable and attractive places to wait in all weather conditions will contribute to enhancing the Trolley’s attractiveness and perceived accessibility to users. Currently, shade from the summer sun and shelter from rain can be scarce at Trolley Stations. Comfortable benches, substantial overhangs and/or awnings, and accurate, easy-to-read next arrivals signage can communicate welcoming impressions, particularly at times of day when service frequency is reduced. Mission Valley’s predominant retail is large-scale in nature, and often associated with large purchases that are more easily transported by a private vehicle. Some retailers in the Mission Valley community have attempted to promote transit use. In particular, IKEA offers a 20% discount on shipping for customers who arrive by transit. Such retailer incentives may serve to increase the portion of visitors to Mission Valley choosing to ride the Trolley. Mission Valley is congested in large part due to the combination of isolated land uses and free parking, both of which promote vehicular use. Oftentimes, Trolley Stations are located beyond the furthest parking space, requiring transit users to walk further to shop than single-occupant vehicle drivers. This can discourage transit use, and at a minimum, sends the message that transit is not a high priority mode. The Mission Valley Center and Fenton Parkway Trolley Stations, for example, are both located behind their respective shopping centers, requiring the transit rider to walk further to get to the stores than drivers. Future redevelopment should focus on making the Trolley Station a central feature of each area served. This will help to send a message that Trolley use is a preferred, convenient means of access that will deliver passengers to the center of their destination. 3. A NEW TROLLEY STATION AT RIVERWALK There is a two mile gap in transit service through the RiverWalk Golf Course site, situated between the Morena/Linda Vista and Fashion Valley stations, as shown in Figure 2.9-2. As redevelopment of the RiverWalk occurs, an additional Trolley Station will provide significant access opportunities to new development in this location. As San Diego works to meet sustainability and carbon emissions goals set forth in the Climate Action Plan, high profile sites, such as large-scale redevelopment projects in Mission Valley, will play a key role in reducing the high levels of reliance on automobiles currently seen in the community and region. A new trolley station at RiverWalk will increase overall Green Line Trolley running times, likely adding up to several minutes to the overall end-to-end running time, when considering deceleration, station dwell, and acceleration times. Ultimately, site development plans should carefully integrate the new transit amenities that will become available to ensure that the station is used to its full potential. Placing the station as a central feature, surrounded by high performing, complementary uses, is key to ensuring that the new station returns high ridership levels.
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!(à !(à !(à !(à !(à !(Ã!(à !(à !(à !(à §¨¦5 §¨¦805 §¨¦15 ·}15 ·}163 Friars Rd Mission CtrRd Qualcomm Wy San Diego River Green Line Improving Access to the San Diego Trolley " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " """"""""""""" !(à Trolley Station Major Roadway Freeway River San Diego River Bike Path Gaps" " " San Diego River Bike Path §¨¦8 Figure 2.10-1: San Diego River Trail
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2.11-1 2.11   Issue 11: Prospects for Aerial Tram Connections Mission Valley is characterized by steep slopes to the north and south. Mesa rims rise several hundred feet above the valley floor, and access to the mesas is limited to a small number of roadways through various canyons. These limited number of access points are typically congested and do not always provide bicycle or pedestrian facilities. As a regional employment, retail, and residential hub, the relative difficulty in accessing Mission Valley due to topographical challenges presents a barrier to future growth, and serves to partially obscure the community’s desirable, central location within the regional context. Options 1. AERIAL TRAM CONNECTIVITY BETWEEN MISSION VALLEY AND NEIGHBORING COMMUNITIES Aerial trams represent a promising approach to dealing with steep slopes and limited room for roadway building. They are being implemented in several cities across the US and are becoming viewed as a legitimate component of an urban transportation network. The Portland Aerial Tram links a similarly topographically challenged section of the City of Portland. It connects the South Waterfront area with the Oregon Health and Science University campus above, as shown in the following images. Portland Aerial Tram from the Oregon Health and Science University. Portland Aerial Tram.
2.11-2 The Portland Aerial Tram is the second commuter aerial tramway installed in the United States, after the Roosevelt Island Tramway in New York City. Abroad, aerial tramways have been installed in a growing number of locations, such as Singapore, Hong Kong, and Medellin, Colombia. An aerial tram can create a straight-line connection over challenging terrain since it does not require flat surfaces for its travelway. Additionally, trams can potentially offer high frequency service, particularly if multiple gondolas are attached to the cable. The ability to overcome topographic challenges may make tramways an applicable fit given Mission Valley’s relative importance in the city and its very constrained transportation networks. Aerial tram studies undertaken in San Diego, such as the San Diego Bay to Balboa Park Skyway Feasibility Report (2015), have established a precedent for considering skyway technology as a transportation alternative in San Diego, particularly where San Diego’s unique topography presents a challenge to implementing more traditional connectivity solutions. The San Diego Bay to Balboa Park Skyway Feasibility Report provides guidance on several potential challenges, and seeks to illuminate future implementation issues in San Diego. In addition, the study presents potential alignment and station considerations and provides a path to implementation, including financing and construction considerations. This study is underscored by the current 2050 Regional Transportation Plan, San Diego Forward, which includes the possibility of using aerial trams to connect the future Mid-Coast Trolley to Pacific Beach as well as to link the Sorrento Valley community to the Coaster and Mid-Coast Trolley Line. The potential for privacy concerns has been raised, particularly near high-rise buildings adjacent to the tramway. As a countermeasure, certain technologies have been suggested, such as strategic opaquing of tram windows when passing near sensitive areas. Aerial tramways may be well-received in a city with a large tourism industry, such as San Diego, provided that quality station areas are identified, and links to other modes of travel are implemented. Since aerial tramways generally remove passengers from their vehicles, the ultimate success of an aerial tramway in Mission Valley is reliant upon continued development and improvement of supporting transit, pedestrian, and bicycle facilities in the community. 2. FUNICULAR RAILWAY Funiculars achieve many of the same goals of aerial tramways in cases where topography isolates land uses. A typical funicular consists of two cars, which simultaneously run in opposing directions, providing a counterbalance of weight. Funicular railways are capable of traversing very steep slopes, such as those that separate Mission Valley from neighboring mesa communities to the north and south, and are generally best suited to short distances, as distance of travel affects headways between departures. Barcelona Aerial Tram
Issues and Options Report 2.11-3 Funiculars are found in topographically challenged regions throughout the world. The Strand Beach Funicular is a nearby example in Dana Point, which provides beach access from a hilltop location. The greatest number of funiculars are found in mountainous regions of Europe, where topography presents a similar challenge to connectivity as is seen in Mission Valley. Other examples are found in Asia, such as the Peak Tramway in Hong Kong. The characteristics of funicular railways appear to be well-suited to the conditions of Mission Valley, where crow-flies distance between neighboring communities is short, but topography restricts connectivity to several congested canyons. A funicular may be best used to serve walkable destination pairs with high two-way connectivity demand, such as Mission Valley to the Uptown Community. However, siting considerations in Mission Valley may require careful consideration, due to the fact that most popular land uses are located in the center of the valley, away from the canyon rims that a funicular will traverse. Strand Beach Funicular, Dana Point (Source: Wikimediahttps://commons.wikimedia.org/wiki/Fi le:StrandBeachFunicular.JPG) Peak Tram, Hong Kong (Source: Wikimedia, https://en.wikipedia.org/wiki/Peak_Tram#/media /File:Hongkong_peak_tram.jpg)
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2.12-1 2.12   Issue 12: Mission Valley Community Circulator on Camino de la Reina Mission Valley is characterized by large single-use parcels. This development pattern, combined with wide, congested roadways that have historically prioritized automobile travel, hinders walkability, even though uses are often in close proximity. For Example, the 1.5 mile segment of Camino de la Reina between Fashion Valley Mall and Qualcomm Way is flanked by enclosed land developments behind large parking lots – the disconnected nature of land uses is shown in the photo below. In addition, Mission Valley is a popular destination, attracting large numbers of visitors. Combined, these factors serve to promote single-occupancy vehicle (SOV) travel, even when trip lengths fall within walking or bicycling distance. Land Uses in Mission Valley are often disconnected, and located behind large parking lots. A community circulator may encourage travel between destination locations.
2.12-2 Options 1. IMPLEMENT A COMMUNITY CIRCULATOR TO LINK KEY DESTINATIONS There is strong potential for implementation of a community circulator in the Mission Valley area. A circulator service that connects key uses may lead to an increase in non-SOV travel throughout the community. Improved connectivity to transit may bridge the last-mile gap that often exists between transit stations and popular destinations for those traveling to and from Mission Valley. Community circulators are an effective way to move people around in high traffic areas, particularly when land use and street network patterns make walking between locations difficult. Routes are generally short, operated at a low speed, with frequent stop spacing similar to local bus service. Fares are generally kept low to encourage high levels of ridership, and service is frequent particularly during peak periods. The obstacles to easy active travel seen in Mission Valley, combined with Trolley Station access barriers, as discussed in the preceding three sections, suggest that a community circulator may merit additional study to enhance true travel choice in the Mission Valley community. A notable example of a successful community circulator exists in Emeryville, CA, located near Oakland. Emeryville is currently undergoing rapid redevelopment from a formerly industrial community toward becoming a walkable, mixed-use destination. To increase circulation and promote transit use, the Emery Go-Round provides free last-mile service to and from the nearby MacArthur BART station to various points around the community, with frequencies varying between 10 and 30 minutes. Operations are funded through a citywide Property Business Improvement District (PBID). The photo below displays the Emery Go-Round service. In addition to providing a last-mile transit service and promoting intra-community travel, community circulators can lend to a vibrant street life and have been sometimes referred to as a “pedestrian accelerator.” For example, in addition to providing last-mile service from BART, the Emery Go-Round also promotes travel within the community due to frequent service and free fare. In Mission Valley, future redevelopment may make foot traffic and street life a more prominent part of Camino de la Reina. Future redevelopment along Camino de la Reina may encourage the formation of a walkable district, which would increase the benefit provided by a community circulator with additional pedestrian circulation.
Issues and Options Report 2.12-3 The DASH service in Los Angeles is another example of a successful community circulator. Each route is designed to interface with the larger Metro network – preferably a rapid bus or rail station – and serves an individual neighborhood to facilitate community circulation and last-mile connectivity to and from the regional transit network. DASH service generally varies between 5 and 30 minute frequencies, while fares are fifty cents. Currently, 27 DASH community circulator routes are in operation throughout the Los Angeles area. Figure 2.12-1 depicts the DASH community circulator route map. The Emery Go-Round provides frequent, free service to connect the community of Emeryville to BART service. The DASH bus provides frequent low cost circulator service in Los Angeles neighborhoods.
2.12-4 Figure 2.12-1: DASH Route Map Source: Los Angeles Department of Transportation
Issues and Options Report 2.12-5 The SuperLoop provides two distinct circulators, which converge at the UTC Transit Center. Local to San Diego, the SuperLoop service, operated by the San Diego MTS, provides a series of community circulators to the catchment area of the University of California, San Diego (UCSD) and North University City. The services operate in a west and east loop, while converging at the UTC Transit Center. The service is useful as a first/last mile connector to longer-range transit services, such as the Rapid 237 or the future Mid-Coast Trolley extension. Additionally, UCSD students that live in North University City find the service useful to commute to and from school. The SuperLoop offers a peak-period headway of 10 minutes on weekdays, with 15 minute headways during non-peak periods and weekends. 2. POOL PLANNED AND EXISTING PRIVATE CIRCULATORS Some developments within Mission Valley have implemented, or are planning to implement, a private circulator service. Examples include the Centerside office complex, which offers lunchtime shuttle services for employees, as well as the Civita residential development, which plans to implement a circulator to connect residents to transit and major community attractions. These circulators are often implemented through conditions established during a development’s approval process. While not accessible to all members of the general public, these circulators have a high likelihood of facilitating mobility for eligible travelers. Although these systems are currently privately financed and operated, future large developments within the community are likely to continue the trend of implementing community circulators as a traffic-mitigating community amenity. An opportunity may exist to pool these services to attain economies of scale in operations and maintenance funding, as well as to increase the number of persons eligible to utilize these services.
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2.13-1 2.13   Issue 13: Strategies to Reduce Greenhouse Gas Emissions Issue Discussion CLIMATE CHANGE Global climate change is a change in the weather patterns of the earth, which can be measured by wind patterns, storms, precipitation, and temperature. A particular concern is increase in average temperatures, contributing to sea level rise. Many components of society and ecosystems are sensitive to climatic variability, including human health, agriculture, coastal zones, and the natural environment. In California, sea levels have risen by as much as seven inches over the last century, resulting in eroded shorelines, deterioration of infrastructure, and depletion of natural resources. California’s water supply is threatened due to prolonged drought and increased demands from growth. Less precipitation, premature runoff of snowpack and rainwater, and restrictions on the Colorado River and the Bay-Delta in Northern California have increased the pressure on the state’s water supplies. GREENHOUSE GASES Global temperatures are regulated by the accumulation of naturally occurring greenhouse gases (GHGs), which include carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and water vapor. Human activities also produce these naturally-occurring gases, as well as other GHGs such as hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF6). Human activities have elevated atmospheric GHG concentrations beyond naturally-occurring levels. Energy-related activities account for three-fourths of human-generated GHG emissions. These activities include electricity production, transportation, the treatment and transportation of water, and industrial processes such as producing construction materials and managing waste. Electricity generation is the largest source of GHG emissions in the United States, followed by transportation. KEY REGULATORY CONTEXT Federal Regulations The U.S. Environmental Protection Agency (EPA) has issued regulatory actions under the Clean Air Act, Energy Policy Act, Energy Independence and Security Act, and other statutory authorities to address issues related to climate change. In the 2008 U.S. Supreme Court decision Massachusetts v. EPA, the Court held that the Clean Air Act authorized the EPA to regulate
2.13-2 tailpipe GHG emissions if the EPA determined they caused or contributed to air pollution that endangered public health or welfare. Since then, the EPA has developed and implemented regulations to reduce GHG emissions by using renewable fuels through the Renewable Fuels Standard program created under the Energy Policy Act of 2005; raised federal Corporate Average Fuel Economy (CAFE) standards for cars and light-duty trucks; and even granted a waiver of Clean Air Act preemption to California for the State’s GHG emission standards for motor vehicles beginning with the 2009 model year. State of California Regulations California has enacted a set of executive orders, legislation, policies, and programs intended to work together to reduce the state’s contribution to global emissions of GHGs. Key state actions are described below. California’s GHG Emissions Reduction Targets Executive Order S-3-05 (Gov. Schwarzenegger, June 2005) recognized California’s vulnerability to climate change, noting that increasing temperatures could potentially reduce snow pack in the Sierra Nevada, which is a primary source of the state’s water supply. Additionally, this Order acknowledges that climate change could influence human health, coastal habitats, microclimates, and agricultural yield. The Governor thus set GHG emissions reduction targets for California, as follows: reduce GHG emissions to 2000 levels by 2010; to 1990 levels by 2020; and 80 percent below 1990 levels by 2050. Executive Order B-30-15 (Brown, 2015) established a California GHG target of 40 percent below 1990 levels by 2030. California Global Warming Solutions Act of 2006 The California Global Warming Solutions Act of 2006, also known as Assembly Bill (AB) 32, directed the California Air Resources Board (CARB) to perform numerous tasks aimed at achieving the state’s reduction targets. As the roadmap for achieving AB 32’s reduction goals, the CARB Scoping Plan outlined the combination of policies, programs, and measures necessary to reduce statewide GHG emissions to 1990 levels by 2020, the equivalent of reducing emissions by 15 percent below current levels and 30 percent below projected business-as-usual levels in 2020. Many of the measures would, when implemented, contribute to emission reductions statewide as well as in local communities. Sustainable Communities and Climate Protection Act of 2008 The Sustainable Communities and Climate Protection Act of 2008 (Chapter 728, Statutes of 2008, also known as Senate Bill (SB) 375) promotes better integration of transportation and land use planning throughout California. The statute was intended to complement efforts under AB 32 by requiring CARB to develop regional GHG emission reduction targets for passenger vehicles. Pursuant to SB 375, each of California’s MPOs must prepare a Sustainable Communities Strategy (SCS) outlining how the region will meet its GHG reduction target by integrating land use planning, transportation planning and funding, and housing needs. The SCS will be incorporated into the regional transportation plan, typically prepared by each MPO every 4 to 5 years. San Diego Association of Governments (SANDAG), the MPO for the San Diego region, has developed the SCS as an element of its Regional Transportation Plan, which it combined with the
Issues and Options Report 2.13-3 Regional Comprehensive Plan into San Diego Forward: The Regional Plan. The SCS includes the following building blocks: (1) a land use pattern that accommodates future employment and housing needs, as well as protects sensitive habitats; (2) a multi-modal transportation network; (3) managing demands on the transportation system in ways that reduce or eliminate traffic and maximize the efficiency of the transportation network; and (4) innovative pricing policies and other measures designed to reduce the number of miles people drive in their vehicles. The SCS also includes five strategies to move the San Diego region towards reducing GHG emissions and building a more sustainable future: (1) focusing housing and job growth in already urbanized areas; (2) protecting the environment and helping ensure the success of smart growth land use by preserving sensitive habitat, open space, and cultural resources; (3) investing in a robust transportation network; (4) addressing housing needs of all segments of the population; and (5) implementing the Regional Plan through incentives and collaboration. At its core, the SCS encourages communities to plan for more compact, higher density, greater employment intensity, and walkable developments situated near transit. The SCS also plans for transit investment to support this vision, including new Trolley lines serving and bike routes in Mission Valley. California Green Building Standards Code (Title 24, Part 11) In January 2010, the California Building Standards Commission adopted the first-in-the-nation mandatory Green Building Standards Code (CALGREEN) as a supplement to the 2007 California Building Standards Code. The Code was updated in 2013. The purpose of the code is to improve public health, safety and general welfare by enhancing the design and construction of buildings in the following categories: 1) planning and design, 2) energy efficiency, 3) water efficiency and conservation, 4) material conservation and resource efficiency, and 5) environmental air quality. The code identifies mandatory and voluntary measures that apply to the planning, design, operation, construction, replacement, use and occupancy, location, maintenance, removal, and demolition of every new building or structure throughout the State of California. City of San Diego Regulations Sustainable Building Policies In several of its policies, the City aims to reduce GHG emissions by requiring sustainable development practices in City operations and incentivizing sustainable development practices in private development. The City has established a mandate for all City projects to achieve the U.S. Green Building Council’s Leadership in Energy and Environmental Design (LEED) Silver standard for all new buildings and major renovations over 5,000 square feet. Incentives are also provided to private developers through the Expedite Program, which expedites project review of green building projects and discounts project review fees. Waste Diversion Regulations The City has also enacted codes and policies aimed at helping achieve the state’s 75 percent waste diversion target, including the Refuse and Recyclable Materials Storage Regulations (Municipal Code Chapter 14, Article 2, Division 8), Recycling Ordinance (O-19678 Municipal Code Chapter 6, Article 6, Division 7), and the Construction and Demolition Debris Deposit Ordinance (0- 19420 & 0-19694 Municipal Code Chapter 6, Article 6, Division 6).
2.13-4 City of San Diego General Plan The General Plan includes several climate change-related policies aimed at reducing GHG emissions from future development and City operations. For example, Conservation Element policy CE-A.2 aims to “reduce the City’s carbon footprint” and to “develop and adopt new or amended regulations, programs, and incentives as appropriate to implement the goals and policies” related to climate change. The Land Use and Community Planning Element, the Mobility Element, the Urban Design Element, and the Public Facilities, Services, and Safety Element also identify GHG reduction and climate change adaptation goals. These elements contain policy language related to sustainable land use patterns, alternative modes of transportation, energy efficiency, water conservation, waste reduction, and greater landfill efficiency. The overall intent of these policies is to support climate protection actions, while retaining flexibility in the design of implementation measures, which could be influenced by new scientific research, technological advances, environmental conditions, or state and federal legislation. Climate Action Plan In December 2015, the City adopted the Climate Action Plan (CAP), which identifies measures to meet GHG reduction targets for 2020 and 2035. The CAP consists of a 2010 inventory of GHG emissions, a Business as Usual (BAU) projection for emissions at 2020 and 2035, state targets, and emission reductions with implementation of the CAP. The CAP identifies GHG reduction strategies focusing on energy- and water-efficient buildings; clean and renewable energy; multi- modal and land use planning; zero waste goals; and climate resiliency. To achieve its proportional share of the state reduction targets for 2020 (AB 32) and 2050 (EO S- 3-05), the City would need to reduce emissions below the 2010 baseline by 15 percent in 2020, and 49 percent by 2035. Through implementation of the CAP, the City is projected to reduce emissions even further below targets (City of San Diego 2015). Options Land use planning and policy at the community level will play a key role in helping the City reduce GHG emissions. This chapter describes opportunities for the Community Plan Update to contribute to each of the four GHG reduction strategies identified in the City’s Climate Action Plan: water and energy-efficient buildings; clean and renewable energy; bicycling, walking, transit and land use; and waste management. The fifth strategy proposes an Urban Tree Planting Program; this is addressed in Chapter 2.15 of this report. While these strategies may be appropriate for the Community Plan, certain strategies—such as mandating certain building efficiency requires—would likely need to be applied on a citywide scale. Strategies such as land use/transportation integration and tree planting could be implemented at the Community Plan scale. WATER AND ENERGY-EFFICIENT BUILDINGS “Green building” refers to development practices that are more energy-, fuel-, and water-efficient than traditional development, resulting in resource conservation and fewer GHG emissions. The building sector consumes almost 70 percent of the energy consumed and 40 percent CO2
Issues and Options Report 2.13-5 emissions produced in the United States. Green building is an important tool to fighting climate change and reducing GHG emissions, in part because technology already exists to make substantial reductions in buildings’ CO2 emissions and energy usage. The Climate Action Plan identifies five actions to be undertaken citywide to achieve water and energy-efficient buildings: a Residential Energy Conservation and Disclosure ordinance; a Municipal Energy Strategy and Implementation Plan; a new water rate and billing structure; a Water Conservation and Disclosure Ordinance; and an Outdoor Landscaping Ordinance. The Community Plan Update can augment these efforts in a number of ways, summarized below. GHG emissions and energy consumption can be substantially reduced through green building. 1. Require Buildings to Exceed CALGREEN Standards The statewide CALGREEN code establishes minimum requirements applicable to the construction of all new buildings in the state, requiring that they be built using environmentally sustainable construction practices. The CALGREEN code also includes more stringent, voluntary provisions, which the Community Plan may require new development in Mission Valley meet. These measures, organized into two tiers, were designed to be easily adopted by ordinance by those cities and localities that want to be leaders in environmental sustainability and the green building movement. For example, the mandatory requirements under the Planning and Design category are (1) developing and implementing a plan to manage storm water drainage during construction, and (2) preparing construction plans that indicate how site grading or drainage systems will manage all surface water flows to keep water from entering buildings. Voluntary provisions that may be
2.13-6 adopted under this category include more stringent limits on impermeable paving. To meet the Tier 1 standards, at least 20 percent of a project’s total parking, walking, or patio surfaces must be permeable. To meet Tier 2 standards, at least 30 percent must be permeable. The Community Plan could incent and/or require new construction to meet CALGREEN’s Tier 1 or Tier 2 requirements, in whole or in part. For example, for non-residential projects, Palo Alto requires new construction to meet the more stringent Tier 2 requirements and tenant improvements and renovations to meet CALGREEN’s Tier 1 requirements. As another example, San Rafael requires new residential buildings to meet the Tier 1 measures, excluding the measures concerning Energy Efficiency. 2. Require New Buildings to be LEED Certified, GreenPoint Rated, or Be LEED or GreenPoint Quality The Community Plan may also require new construction to meet the standards set by private, independent rating systems. LEED, perhaps the best known of these systems, certifies the design, construction, and operation of high performance buildings. The LEED program is a point-based system. Building projects earn points for satisfying green building criteria within specific credit areas. Projects also may earn Regional Priority bonus points for implementing green building strategies that address important local environment issues. Another rating system, focused on residential construction, has been developed by Build It Green, a membership supported non-profit organization whose mission is to promote healthy, energy- and resource-efficient residential development in California. Build It Green has three strategic objectives: (1) drive policy development by partnering with government to establish credible and accessible green building policies that promote private sector innovation and provide consistent guidelines statewide; (2) increase supply of green homes by training building professionals on the latest best practices and connecting green product suppliers with consumers; and (3) stimulate consumer demand by increasing awareness of the benefits of green building and making “GreenPoint Rated” a trustworthy, recognized brand for green homes. The GreenPoint Rated program provides an objective, third-party verification system for identifying green homes, understanding green benefits, and recognizing green features. Like LEED, GreenPoint is a points- based system; the greater the number of points, the more green the construction. Currently, San Diego requires all City projects to achieve LEED Silver certification for all new buildings and major renovations over 5,000 square feet. Incentives are also provided to private developers through the Expedite Program; this program expedites project review of green building projects and discounts project review fees. The Community Plan can do more. The Community Plan could require private development to be certified or be of a quality that is certifiable in accordance with a certain LEED standard, from the lowest (Certified) to the highest (Platinum). Alternatively, the Community Plan could require residential construction to achieve (or be able to achieve) a specific GreenPoint Rating. San Jose requires new residential construction of fewer than 10 units to submit a GreenPoint or LEED checklist. New construction of 10 or more units must be GreenPoint Rated 50 points or LEED Certified, and new high-rise residential construction must be LEED Certified. San Francisco requires new residential buildings to be GreenPoint Rated. Applicants are required to demonstrate that a minimum of 75
Issues and Options Report 2.13-7 GreenPoints will be achieved. Alternatively, this rating requirement may be met by obtaining LEED Silver certification. 3. Prescribe Specific Measures While the independent rating systems provide developers flexibility to achieve a level of sustainability through a variety of methods, it is also possible for the Community Plan to require certain green building measures instead of or in addition to meeting a required rating. In doing so, the Community Plan can address particular needs or goals of the community. For instance, West Hollywood requires all modifications to bathrooms and kitchens and all new structures to include the installation of water saving features, all new or modified structures to install Energy Star appliances, and any project that requires a development permit to provide roof capacity for photovoltaic system installation. The Community Plan could mandate the optional CALGREEN measures of its choosing, or draft measures of its own that are reasonably necessary based on the climatic, topographical, or geographical considerations of Mission Valley. Potential measures include reducing the heat island effect and promoting energy efficiency by requiring vegetated roofs or roofing materials that meet minimum requirements with respect to solar reflectance and thermal emittance, and requiring new development to provide vegetation or man-made shading devices for windows on the east, south, and west-facing walls. 4. Incentivize Green Performance in Addition to Mandatory Standards In addition to mandating compliance with green building standards above and beyond those minimally required by CALGREEN, the Community Plan can incentivize developers to exceed any codified standards. Incentives can take many forms. For instance, the City, through its Expedite Program, already expedites project review of green building projects and discounts project review fees. Another incentive that may be considered is providing developers that meet certain green building standards increased floor-area-ratio (FAR) or unit density. CLEAN AND RENEWABLE ENERGY Rooftops and parking lots present opportunities to generate solar power (left). The Community Plan can also ensure there is infrastructure for those who drive lower emission vehicles (right). Clean and renewable energy sources include plant matter, solar power, wind power, wave power, geothermal power, and tidal power. It usually also includes technologies that improve energy efficiency. The Climate Action Plan identifies three actions to be undertaken citywide to achieve
2.13-8 100 percent renewable energy citywide by 2035: a Community Choice Aggregation or other program that increases the City’s renewable energy supply; an increase the number of municipal zero emissions vehicles; and the consideration of a Municipal Alternative Fuel Policy. The Community Plan Update can augment these efforts in a number of ways, summarized below. 5. Generate Renewable Energy San Diego’s sunny climate makes it particularly suitable to generating solar energy. One way to support the generation of solar energy is to facilitate and promote the siting of photovoltaic energy systems in Mission Valley. It is possible for the Community Plan to require or encourage new development to provide roof capacity for photovoltaic system installation, as is done in West Hollywood. It is also possible for the Community Plan to require the installation of solar panels on the portion of new buildings’ roofs that California law requires to be “solar-ready”, as San Francisco recently did. Mission Valley also has a large number of surface parking lots where photovoltaic systems could be installed; not only would these facilities generate clean and renewable energy, they would protect and shade parked vehicles. The Community Plan can also adopt policies that remove any impediments to solar energy generation in Mission Valley, such as by ensuring that solar energy systems are listed as a permitted use in Mission Valley’s Planned District zones and making clear that photovoltaic cells are not mechanical systems that need to be enclosed or screened from view. Eligible projects that generate a certain percentage of project energy needs through solar panels can also qualify for the Sustainable Expedite Program. As part of this program, these projects may be eligible for a deviation such as from the height restrictions. 6. Require Electric Vehicle Charging Stations The Community Plan may also support private actors’ energy efficient choices. The Community Plan could require that commercial parking lots to be outfitted with Electric Vehicle Charging Stations or, for residential construction, provide the capability for their installation. BICYCLING, WALKING, TRANSIT AND LAND USE The Community Plan can also make it easier and more pleasant for community members to walk, bike, and take public transit.
Issues and Options Report 2.13-9 As the Climate Action Plan recognizes, it is insufficient for San Diego’s buildings to be built sustainably and powered with renewable energy. As the transportation sector accounts for over 50 percent of all GHG emissions within San Diego, housing, workplaces, and services must be built sufficiently close together and be accessible via transit, bicycle, and walking in order for the City to achieve its GHG reduction goals. Potential ways for the Community Plan to support these goals are discussed below. 7. Realize the “City of Villages” Vision The City of Villages strategy focuses growth into compact, mixed-use centers linked to the regional transit system, and preserves open space lands. Opportunities to realize this strategy are discussed in other chapters of this paper, including in Chapters 2.1, 2.7, and 2.8. 8. Create Complete Streets to Promote Travel by Foot, Bike and Transit Bike facilities, wider and more shaded sidewalks, and other amenities make it safer and more attractive for people to navigate Mission Valley without a car. A detailed discussion of ways to promote alternate forms of transportation may be found in Chapters and 2.1 and 2.2. 9. Promote Urban Agriculture Urban agriculture can reduce the energy used to transport food and provide opportunities for neighborhood residents to increase their connection to their community and to each other. Opportunities to promote urban agriculture are discussed in detail in Chapter 2.14. REDUCE AND DIVERT WASTE In comparison to the existing signage along the San Diego River (left), leave no trace signage (right) can inform community members to take their trash with them and keep the area as they found it.
2.13-10 Waste is typically defined as unwanted materials or substances, usually byproducts of a productive process. However, items that some people discard have value to others. The “cradle to cradle” concept contends that all waste can be retrieved at the end of its use and become a healthy input for another process. While it has been customary to use landfilling and incineration to dispose of waste, it is possible for humans to reduce, reuse, or recycle the vast majority, if not all, of our waste. In fact, the City’s Climate Action Plan sets forth a plan to achieve zero waste. The CAP identifies two actions to be undertaken citywide: enact a Zero Waste Plan and implement landfill gas collection operational procedures, and implement operational procedures to capture methane gas from wastewater treatment. The Community Plan Update can augment these efforts. 10. Facilitate the Reduction and Proper Disposal of Waste The Community Plan can promote the proper disposal and reduction of waste through a variety of means. •   Provide water bottle filling stations in high traffic areas and public parks. •   Host clean up events at city trails, parks, and waterways. This is especially critical in Mission Valley, where homeless encampments and associated waste are common issues along the San Diego River. •   Host collection events that make it convenient for residents to properly dispose of household hazardous waste. 11. Embrace Leave No Trace Part of reducing waste is educating community members about the amount their actions can affect their surroundings and incentivize them to make positive changes to minimize their impact on the environment. The “Leave No Trace” concept, generally associated with human use of wilderness areas, asks people to pack in and pack out their waste. This causes people to be very aware of the waste they produce, and has the potential to change consumer behavior. A leave no trace policy could be adopted in the San Diego River Park, particularly for a limited area and for a limited time. Such a policy, paired with an educational component and good signage, could educate park users regarding how they can minimize their impact on this important and sensitive resource. Other parklands ask visitors to leave no trace, especially in wilderness areas. The National Park Service has a leave no trace policy. More recently, parks located in urban areas, including Ocean Beach in San Francisco, are experimenting with removing garbage cans and asking visitors to pack out their trash. 12. Facilitating the Reuse of “Waste” The Community Plan can provide or promote opportunities for community members to exchange used goods. For example, the City can facilitate the creation of small free “libraries” where people can share books, along sidewalks or in parks. This both highlights waste reduction and encourages community bonds.
Issues and Options Report 2.13-11 A community facility such as a little free library can make it easier for residents to exchange used books (left). Reusable water bottle filling stations (right) can also make community members less likely to buy and dispose of plastic water bottles.
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2.14-1 2.14   Issue 14: Opportunities for Urban Agriculture Issue Discussion The Community Plan Update has the opportunity to support urban agriculture and help to build a sustainable food system in Mission Valley. Urban agriculture—backyard gardens, community gardens, community supported agriculture operations (CSAs), and farmers’ markets—can help to improve access to healthy food, absorb runoff, reduce carbon emissions, and build community bonds. Agriculture was the first major use in Mission Valley, and there is an opportunity to synthesize the community’s agrarian past with its increasingly urban future. WHAT IS A SUSTAINABLE FOOD SYSTEM? Local agriculture, farmers’ markets, and distributing and eating locally-grown food are aspects of a “sustainable food system.” A sustainable food system addresses several areas of influence: food access and quality, production (farms and gardens), procurement (markets, stores, and city policies), transport (shipping methods and fuels, packaging, and other factors), and consumer and business decision-making. Sustainable food relates to broader issues of community health, environmental quality, local economic development, neighborhood revitalization, and community connectedness. BENEFITS OF URBAN AGRICULTURE Numerous studies have found that people who live in communities where fast food restaurants and corner stores are more convenient than grocery stores have more health problems and higher mortality than residents of areas with a higher proportion of grocery stores; the reverse is also true. Community gardens, community-supported agriculture (CSA) operations, and farmers’ markets can also play a positive role in providing access to healthy and nutritious food and can help make Mission Valley a healthier place to live. Urban agriculture can also provide environmental benefits. Growing more food locally means less food will be shipped long distances by truck, thus reducing greenhouse gas emissions. Urban agriculture can also help to capture and clean stormwater runoff, thus play a role in improving water quality. Community gardens are also a way to productively use marginal urban land such as land under and along freeways and sites that house utility infrastructure. Last but maybe best, community
2.14-2 gardens can be attractive focal points that bring community members together, and promote public health through engaging community members in active, outdoor activity. Options 1. CREATE COMMUNITY GARDENS ON PUBLICLY-OWNED LAND AND AS PART OF FUTURE PARKS Mission Valley has the potential to provide multiple sites for community gardens that contain individual and shared-plot spaces. Land owned by Caltrans, in particular around freeway interchanges, and City-owned land including at the Qualcomm Stadium site, may have remnant areas that could be used as community gardens. The Qualcomm Stadium site is particularly attractive for community gardens due to it being partially located in the flood zone that is outside the Multi-Habitat Planning Area (MHPA); the areas of Mission Valley that are most likely to flood are ineligible for community gardens as they are located within the MHPA. Priority sites for community gardens can be identified through the Community Plan Update. It will be critical to work in partnership with Caltrans and/or other public agencies. Community gardens can also be included as part of future parks and recreation facilities in Mission Valley. The City should develop and maintain partnerships with organizations to facilitate the development, administration, and operation of community gardens in Mission Valley. 2. FACILITATE THE INCLUSION OF COMMUNITY GARDENS IN NEW DEVELOPMENT The Community Plan Update can include policies that would establish incentives for developers and landowners to include space for food production. Incentives may include additional floor area or density. Gardens may be incorporated into site plans of future developments, or located on rooftop gardens, and may be a resource for residents of the development or for members of the larger community. 3. MAKE IT EASIER TO ESTABLISH URBAN AGRICULTURAL USES AND OPERATIONS Currently, community gardens are permitted as a limited use in base residential and commercial zones in San Diego. On-site sales of produce are permitted in commercial and industrial zones, and are permitted one day per week in residential zones. However, community gardens are not included in the list of permitted uses in the Mission Valley Planned District zones. The City can support home and community gardens by ensuring that zoning does not prevent or restrict the use of residential yards and common open space in multifamily communities for urban agricultural activities. In addition, larger-scale urban agriculture may be an appropriate temporary use on private parcels that may be developed in the future, in all zones in Mission Valley where it would not conflict with natural resource protection. Use of San Diego River for limited irrigation may be explored. Meanwhile, the City can seek to partner with community supported agriculture (CSA) programs as an alternative source of fresh and healthy fruits and vegetables for local residents, particularly
Issues and Options Report 2.14-3 those with limited mobility, limited income, or those furthest from existing grocery stores. CSAs can also be linked with Community Supported Kitchens (CSKs), which may offer a weekly pick- up box of prepared foods; cater events; offer classes; and even operate a café. Members of CSAs and CSKs generally pay a fee to receive weekly pick-ups, and can receive credits and discounts by contributing work. 4. SUPPORT URBAN FORAGING Another emerging trend in urban sustainable food systems is urban foraging. In this model, city residents look around at the plants that make up the “green space” throughout the community, identify edible plants (usually fruit-bearing trees), and harvest their fruit as a local, healthy food source. Websites such as neighborhoodfruit.com and veggietrader.com are designed specifically to help connect community members to sources of fruit and vegetables in their neighborhoods, either through databases of trees on public lands, or coordinated “swaps” between households with produce to share. The Community Plan Update can contribute to this option by taking fruit into consideration when choosing trees and plants for public landscaping, and providing information on existing trees and plants. Community gardens and farmers’ markets can be focal points that bring the neighborhood together and create a sustainable food system.
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2.15-1 2.15   Issue 15: Opportunities to Grow the Tree Canopy Issue Discussion BENEFITS OF TREES Mission Valley enjoys a Mediterranean climate, with relatively mild weather year-round. As a result, it is an area where a variety of trees can flourish. Trees are great assets in an urban environment. Trees provide shade, comfort, and skin protection to pedestrians, and can help to shade and cool adjacent homes and businesses, reducing the “urban heat island effect.” They create a safer walking environment by creating a buffer between the road and sidewalk. Tree selection can support neighborhood identity and create a sense of place. Trees soften a dense urban environment and bring nature into the city. Trees help manage urban runoff both by delaying transmission of water to the ground and helping with absorption, and improve water quality. THE EXISTING TREE CANOPY Mission Valley had an estimated 2,076 street trees1 along its 99 miles of streets as of 2002. The community’s streets have a diverse range of species: California sycamore, eucalyptus, sweet gum, pine, Brisbane box, carrot wood, poplar, jacaranda, and Mexican fan palm. The City’s Draft Urban Forest Management Plan estimates that if one tree were planted every 50 feet on both sides of existing public streets in Mission Valley (200 trees per mile of street), the community would have a capacity of 19,800 street trees. The Community Plan Update should help to guide Mission Valley in reaching this potential. The Plan Update can identify tree species along certain corridors to create neighborhood themes, help with wayfinding, and contribute to Mission Valley’s identity. 1 This figure does not include trees in park, residential, or commercial properties. In addition, this figure likely underestimates the number of street trees in Mission Valley, as it is only updated when a tree care management companies (contractors to the city performs tree maintenance, enters information into their database, and provides that data to the city.
2.15-2 Options 1. INCREASE THE OVERALL TREE CANOPY The Community Plan Update should include in its policies an aim to maximize the tree canopy and reach full street tree capacity in Mission Valley. Street tree spacing should create a continuous canopy and a buffer between the street and the sidewalk. 2. INCLUDE A COMMUNITY STREET TREE MASTER PLAN IN THE COMMUNITY PLAN UPDATE Many of San Diego’s communities have their own Master Street Tree Plans. These plans identify tree species proposed for priority streets so that trees can become a defining characteristic of individual streets and neighborhoods, reinforce street hierarchy within the community, and be a wayfinding tool. Community Plan analysis and policies can lay the groundwork for a Master Street Tree Plan. Encanto’s recently completed community plan includes a comprehensive street tree plan, part of which is shown above.
Issues and Options Report 2.15-3 3. SELECT AN APPROPRIATE AND USEFUL TREE PALETTE Only appropriate and useful trees should be selected to contribute to Mission Valley’s urban canopy. Trees should be selected with the following attributes in mind. •   Consistent with City guide. Select trees that are consistent with San Diego’s Street Tree Selection Guide, lists recommended trees by size of available planting area. •   Provide shade. As much as possible, shade trees should be selected in order to provide shade and sun protection to community members, assist with natural cooling of adjacent buildings, and reduce the impacts of the urban heat island effect. To that end, palm trees should be avoided where shade, rather than decorative function, is desired. •   Native species. Particularly where streets cross the San Diego River, native riparian species, such as the California sycamore or Coast live oaks, should be used. The use of such species highlight the waterway and the significance of the corridor, as well as contribute to a sense of place. Selection of native species is also appropriate elsewhere in Mission Valley, to contribute to the area’s identity and create an urban forest that requires less water and is more resistant to pests and diseases. •   Drought-tolerant. Species should be selected according to their water needs. It is preferable to select trees that do not require watering in the winter months after they are established. •   Site appropriate. Trees should be selected that are consisted with existing and future land uses. For instance, street trees should not have aggressive roots, which will damage sidewalks and utilities. Trees should be sited in locations that will not interfere with existing street lighting or obstruct visibility of businesses and their signage. Only trees that will not require unnecessary pruning of their natural shape should be chosen. Trees should be chosen with consideration of their maintenance needs, production of litter, ease of establishment, and quality of the habitat they provide to local wildlife. And, different trees are appropriate for different locations. Consideration should be given to the available planting areas or widths, for instance. Trees in key commercial areas should be chosen, in part, for their beauty and visual and/or seasonal interest. •   Diversity. A diverse series of species should be chosen as street trees for Mission Valley. This makes the urban forest less susceptible to being seriously impacted by one disease or pest. This does not mean that multiple species should be planted on each street or block. Rather, given the vast potential for additional street trees, there is room for a variety of species to be planted in the community.
2.15-4 Trees that do not provide shade, such as the Italian cypress and palms pictured on the left, are inappropriate in locations where providing shade is desirable, such as along sidewalks. A row of trees of the same species, such as the eucalyptus trees shown on the right, can contribute to a sense of place and help with wayfinding. Medians (left) provide opportunities for new tree plantings. Wide sidewalks provide opportunities to plant an allée of trees (right)
Issues and Options Report 2.15-5 4. LOOK FOR OPPORTUNITIES TO PLANT TREES Part of growing the tree canopy should include finding new opportunities to plant trees in Mission Valley. •   Landscaped Medians. Trees should be planted in existing or new medians that are four feet wide or more. •   Wide sidewalks. Sidewalk widening can both create a more comfortable pedestrian environment and create additional opportunities for greening and public space. A double row of street trees should be planted where sidewalks and setbacks, together, exceed a total of fifteen feet. Opportunities to plant trees in curb extensions should also be reviewed. •   Green streets. Upgrading streets that provide connections to recreation and open spaces within Mission Valley can direct community members to recreational opportunities and provide additional places to grow the urban canopy. •   Missing trees. Empty tree basins should be planted with trees. 5. REQUIRE NEW DEVELOPMENT TO RETAIN EXISTING, MATURE TREES AND PLANT NEW TREES New development in Mission Valley should be required to retain healthy, existing landmark trees and trees that are sufficiently mature. Development projects should be required to plant new trees through the development permit process. In addition, new development should not interfere with existing trees in the right-of-way. In particular, awnings, canopies, balconies, and signs should not conflict with trees or landscaping or compromise tree health. 6. MAINTENANCE OF EXISTING TREES AND NEW PLANTINGS Part of growing a verdant, expansive tree canopy is caring for existing and new plantings. Trees require maintenance in order to stay healthy and not become a hazard to people and property. It is recommended to conduct a regular tree maintenance and pruning program, as it is more cost effective than responding to work orders as needed. It is also recommended that regular pruning occur every five years. It is important to track maintenance history and prune in blocks, which will also increase efficiencies and decrease costs. All of this requires a regular funding source. There are various funding streams to look into for increasing the funding for trees. For instance San Diego Maintenance Assessment District Ordinance provides for the use of Maintenance Assessment Districts (MADs), which are used in many parts of the city to manage trees. San Francisco is considering the implementation of a parcel tax to fund tree maintenance. Other options include business improvement districts, public/private partnerships, and permit fees.
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DYET T & BHATIA Urban and Regional Planners 755 Sansome Street, Suite 400 San Francisco, California 94111 415 956 4300 415 956 7315

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_Compiled MV Issues and Options_051116_lo

  • 1. ISSUES AND OPTIONS A N A L Y S I S April 2016 Prepared for By Chen Ryan Associates Keyser Marston Associates Spurlock Poirier Landscape Architecture RIO SAN DIEGO DRIVE CAMINO DEL RIO NORTH 1/4 Mile Radius from Trolley Sta tion 1/4 Mile Radius from Pote ntiallyRelocatedTrolleyStation INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINODELESTE San Diego River Trail San Diego River FRIARS ROAD STATION VILLAGE LANEMISSION CENTER CT GILLVILLAGEWAY Potential Station Plaza Potential Future Development Potential Station Relocation Existing Station Active Street Frontage Reposition and Intensify Potential Pedestrian/ Bike Bridge Connection to North Side Neighborhoods Existing Residential Exist ing Resident ial Exist ing Resident ial Exist ing Resident ial Existing Drainage Corridor Existing Crosswalk Existing Trail Trolley Existing Driveway Building Footprint Bus Stop Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Pedestrian Crossing Future Trail 0 1,000 FEET 250 500 y West, and Park Valley Center - Urban Design Opportunities
  • 7. 1-1 1 Introduction and Overview Introduction This report examines issues affecting long-term physical development in the Mission Valley community, and presents potential options for addressing those issues through the Community Plan Update. The issues often reflect both particular constraints that affect the valley, and opportunities to make the area a more livable, economically vibrant, and ecologically healthy place. Fifteen issues are discussed in Chapter 2 of the report, as follows: 1. Fostering Coherent, Interconnected Neighborhoods 2. Promoting Connections across Physical and Natural Barriers 3. Need for a “Main Street”/Appropriateness of Camino de la Reina 4. Opportunities for an Interconnected Park and Open Space System 5. Maintaining the Vitality of Retail in Mission Valley 6. Prospects for Future Office Development 7. Opportunities on Large Sites 8. Appropriate Land Uses South of I-8 9. Enhancing Access to the Trolley 10. Improving Bicycle and Pedestrian Infrastructure 11. Prospects for Aerial Tram Connections 12. Mission Valley Community Circulator on Camino de la Reina 13. Strategies to Reduce Greenhouse Gas Emissions 14. Opportunities for Urban Agriculture 15. Opportunities to Grow the Tree Canopy For each issue, potential strategies are outlined. These strategies are intended to spark discussion around strategies that may be addressed either in the form of policy language or maps (such for land use, transportation or environmental resources conservation) for the updated Community Plan. The Issues and Options Report may be reviewed alongside the Existing Conditions Map Atlas. The focus of the Map Atlas is on existing conditions and trends related to range of topics— such as land use, natural resources, urban form, and transportation infrastructure—that will frame choices for the long-term physical development of Mission Valley.
  • 11. Issues and Options Report 1-5 Figure 1-1: Regional Location Old Town Linda Vista Mid Kensi Mid-City Normal Heights Coronado Lemon Grove 94 15 8 8 805 15 163 5 52 805 MARKET ST Southeastern San Diego Old Town San Diego Midway-Pacific Highway Mid-City: City Heights Encanto Neighborhoods Skyline- Paradise Hills Uptown Tierrasanta Serra Mesa Barrio Logan Kearny Mesa Linda Vista Mid-City Kensington- Talmadge Mid-City Normal Heights Greater North Park Military Facilities Balboa ParkReserve Downtown Greater Golden Hill La Jolla Navajo Pacific Beach Clairemont Mesa College Area Mid-City: Eastern Area Peninsula Mission Bay Park Mission Beach Ocean Beach University Military Facilities Mission Valley Mission Valley Regional Location Mission Valley Community Planning Area Orange Line Trolley Blue Line Trolley Green Line Trolley City Limits 0 1 2 3 MILES Source: City of San Diego, 2014; SanGIS Regional Data Warehouse, 2014; Dyett & Bhatia, 2015.
  • 12. UPTOWN LINDA VISTA SERRA MESA CLAIREMONT MESA GREATER NORTH PARK MID-CITY: CITY HEIGHTS TIERRASANTA MID-CITY: NORMAL HEIGHTS KEARNY MESA NAVAJO MID-CITY: KENSINGTON- TALMADGE Mission Bay EL CAJON BLVD 38THST ADAMS AVEADAMS AVE Mission Bay Park Qualcomm Stadium Riverwalk Golf Club Sefton Field Mission Valley Preserve I-5 I-8 I-805 I-15 163 163 15 I-8 FRIARS RD QUALCOMMWY LINDA VISTA RD ULRICST MORENABLVD EL CAJON BLVD TEXASST MISSIONCENTERRD JUAN ST W WASHINGTON ST MISSIONVILLAGEDR SAN DIEGO MISSION RD ROSECRANSST SUNSET BLVD FASHIONVALLEYRD UNIVERSITY AVE PARKBLVD LINDA VISTA RD NAPA ST FRIARS RD MURRAYRIDGERD CA M DE LA REINA CLAIREMO N T DR FRIARS RD 30THST VI A LAS C UMBRES M ORENA BLVD EASTMISSIONBAYDR CAM DEL RIO NORTH MADISON AVE MISSIONGORGERD 43RDST 44THST 45THST MORENABLVD MEADE AVE 35THST MADISON AVE IDAHOST ORANGE AVE OHIOST COWLEYWAY KANSASST MILTON ST HOWARD AVE DENVERST OSLER ST HAMILTONST GEORGIAST POLK AVE COMSTOCKST FULTON ST HAWLEYBLVD MONROE AVE MISSISSIPPIST RONDA AVE 32NDST 36THST PINE ST CIVITA BLVD ILLIONST 41STST MELBOURNEDR 39THST MARYLANDST CAMPUSAVE TRIASST IBISST GRANDVIEWST LAURETTA ST KELLY ST CONGRESS ST COLUSAST CANTERBURYDR PHYLLIS PL SANTORD IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR MADISON AVE POLK AVE 32NDST IOWAST 42NDST 34THST 37THST LINCOLN AVE GESNER ST LITTLEFIELD ST DORCASST W MONTECITO WAY RIO S AN DIEGO DR GLIDDEN ST MARLBOROUGHDR FALCONST FORT STOCKTON DR W LEWIS ST KURTZ ST FI ELD ST GALVESTONST BURGENERBLVD FAIRMOUNTAVE FENT O N PKY SEA W ORLDDRIVE VI A ALTA FRANKLIN RIDGER D MISSION VALL EY R D Figure 1-2: Planning Area 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS/SANDAG Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 This map/data is provided without warranty of any kind, either express or implied, including but not limited to, the implied warranties of mercantability and fitness for a particular purpose. Note: This product may contain information from the SANDAG Regional Information System which cannot be reproduced without the written permission of SANDAG. This product may contain information reproduced with permission granted by RAND MCNALLY & COMPANY® to SanGIS. This map is copyrighted by RAND MCNALLY & COMPANY®. It is unlawful to copy or reproduce all or any part thereof, whether for personal use or resale, without the prior, written permission of RAND MCNALLY & COMPANY®. Copyright SanGIS 2009 - All Rights Reserved. Full text of this legal notice can be found at: http://www.sangis.org/Legal_Notice.htm Trolley Stops Light Rail Freeways Ramps Streams/Creeks Lakes/Ponds/Bays Mission Valley Community Plan Boundary Community Planning Areas San Diego River San Diego River San Diego River
  • 33. UPTOWN LINDA VISTA SERRA MESA GREATER NORTH PARK EL CAJON BLVD ADAMS AVE k I-8 I-805 163 163 QUALCOMMWY LINDA VISTA RD ULRICST E TEXASST MISSIONCENTERRD W WASHINGTON ST MISSIONVILLAGEDR FASHIONVALLEYRD PARKBLVD E FRIARS RD MURRAYRIDGERD 30THST CAM DEL RIOSan Diego River MEADE AVE MADISON AVE IDAHOST OHIOST KANSASST HOWARD AVE HAMILTONST GEORGIAST POLK AVE FULTON ST MONROE AVE MISSISSIPPIST 32NDST G CIVITA BLVD MELBOURNEDR MARYLANDST CAMPUSAVE IBISST T PHYLLIS PL IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR 32NDST IOWAST 34THST LINCOLN AVE RIO S AN DIEGO DR FALCONST FENT O N PKY VI A ALTA 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 Trolley Stops Light Rail Mission Valley Community Plan Boundary Community Planning Areas San Diego River Figure 2.3-1 Potential Main Streets, Districts, and Trolley Villages Camino de la Reina Other Potential Main Streets/ Districts Potential Trolley Villages Mission Center Road Rio Vista/ Village Walk Camino de la Reina
  • 41. 0 4,500 FEET 1,500 3,000 Freeway (Existing) Freeway Nodes Canyonlands/Steep Slopes Park (Existing) Park (Planned) Park (Potential) San Diego River Trail (Existing) San Diego River Trail (Proposed) Mission Valley Community Boundary River Vegetation/Open Space Proposed Green Streets Proposed Streets/Connections Bridge (Proposed) Trailhead (Existing) Trailhead (Proposed) Canyon Access Easement/ Trail Connection INTERSTATE 8 INTERSTATE5 INTERSTATE805 INTERSTATE15 STATEROUTE163 San Diego River Figure 2.4-1: Conceptual Park and Open Space System San Die go Riv e r Tr ail Cont. River Trail Sefton Park YMCA Sports Field Grant Park TO HILLCREST Tecolote Canyon Ruffin Canyon Sandrock Canyon Buchanon Canyon Dove Canyon Allen Canyon Presidio Park TO NORTHPARK TO SERRA MESA TexasSt. Bachm an Pl. Camino del Rio Fria rsRd. Camino de la Reina M issionCenterRd. San Diego Mission Rd.
  • 46. 2.4-10  Freeway crossings. Where the freeways cross the San Diego River, highlight the river as a significant recreational and natural resource through plantings, as described in the River Park Master Plan. 5. INTEGRATE EXISTING AND NEW DEVELOPMENT WITH THE OPEN SPACE SYSTEM Many of the access and public open space improvements along the San Diego River corridor and adjacent to hillsides must be made across existing developed properties, or in coordination with future development.  Public access to and along the river with new development. New trails or public streets should be integrated through new development along the river corridor to increase public access and visibility along the river and to the open space network. Access must be provided from the nearest public street, at a minimum. Large sites should feature multiple public access through the site to enhance the river’s presence in the community. Specific opportunities for enhanced public access along the river corridor as part of new development include:  Riverwalk Golf Course site, and underutilized commercial properties along Hotel Circle North;  Town and Country site and Union Tribune sites, on the south side of the river between Fashion Valley Road and SR 163;  Park Valley Center site, on the south side of the river between Mission Center Road and Camino del Este;  Access and existing development. Access to and along the river corridor should also be sought across existing developed properties, which create a strong barrier to river access along many stretches of the river. This must be done in coordination with property owners, and may require the dedication of public easements through purchase or transfer of development rights to other portions of the property or beyond.  Access to hillsides and canyons. Future development along the hillside edges adjacent to preserved open space also creates opportunities to connect the community with its natural setting. Proposed development along hillside edges should provide visual or, where possible, trail access to open space lands.  Development oriented to the river. New development along the river should be designed to face both the river and the street. Development should provide connections to the trail system and place active uses such as plazas, cafes, shops, parks, restaurants, recreation centers, and civic/meeting rooms facing public open spaces. Upper levels should address the river with windows and balconies to take advantage of views and, in turn, enhance the sense of urban engagement from the perspective of open space and trail users.
  • 47. Issues and Options Report 2.4-11 6. CREATE GREEN STREETS THAT SERVE MULTIPLE ROLES The street system itself can provide a framework for connecting Mission Valley’s parks and open spaces with each other and with the residents and workers who will use them. “Green streets,” as they are termed here, may provide both an enhanced pedestrian realm and environmental benefits to air and water quality. Features of this system may include:  New streets. New streets should be created as part of new development, breaking up large blocks, improving pedestrian accessibility, and incorporating stormwater treatment and landscape improvements.  Linear parks. Identify streets that can be redesigned to incorporate linear parks adjacent to the right-of-way. These linear parks can be the framework for a complete trail network, provide recreational amenities, and add to the community’s image and quality of life. With their good visibility and access to the street, linear parks can hold activities like farmers’ markets and street fairs.  Green medians. Many streets in Mission Valley have medians that have little to no landscaping. These can be redesigned to incorporate bioswales and rain gardens that help to slow the rate at which runoff enters the river, reducing flood hazards and filtering out pollutants, while also contributing to a park-like streetscape.  Street trees. Street trees should be provided along all public sidewalks to create a more inviting pedestrian environment and promote walking within the community. Trees should be chosen in part for their capacity to provide shade.  Porous paving. Incorporate permeable pavers and other sustainable materials to help with infiltration of stormwater to replace current impervious surfaces where possible in streets, sidewalks, trails, and parking lots.  Public realm amenities. Add amenities such as café seating, in retail areas or small scale or informal play equipment in residential areas in order to make the public realm more inviting for pedestrians. Public realm amenities such as benches, lighting, signs and plantings, make for a comfortable and safe walking environment and should be included in all streetscape design. Development should be oriented toward the open space system (Guadalupe River Park, San Jose, left.) Green streets can become festival streets for the community (Lancaster Boulevard, Lancaster, right.)
  • 57. 2.7-1 2.7!Issue 7: Opportunities on Large Sites This section considers the market and urban design-related opportunities associated with seven of Mission Valley’s large shopping center sites: Hazard Center East, Friars Mission Center, Westfield Mission Valley, Westfield Mission Valley West, Park Valley Center, Rio Vista Shopping Center, and Fenton Marketplace. These large sites present opportunities for future changes in use and intensification. The Community Plan Update can help to guide these changes in a way that contributes to successful development and an enhanced physical environment in the community. In some cases, ideas in this section may represent tradeoffs, while in others they could work in combination. Ideas also address connections beyond the sites themselves to the surrounding areas. Sites covered in this chapter are shown on Figure 2.7-1. Table 2.7-1 summarizes market conditions and long term development potential for these sites. In the discussion that follows, sites located in close proximity are grouped. In some cases, one of the sites may be subject to a Specific Plan while another may not. This chapter is formatted somewhat differently than others. Instead of an “issue discussion” followed by a series of “options,” the chapter is organized by site, with existing conditions and planning context followed by a summary of “opportunities.” Hazard Center East and Friars Mission Center EXISTING CONDITIONS Hazard Center East is a neighborhood-serving retail complex featuring a grocery store, two restaurants, and surface parking on a 6.1-acre site bounded by Mission Center Road, Frazee Road, and Hazard Center Drive. An office park is located directly to the north, and other low-rise office development is on the east side of Mission Center Road. The Hazard Center high-rise office building, retail/office complex, and hotel and the Hazard Center Trolley station are located west of Frazee Road. Friars Mission Center is a community shopping center composed of two buildings on a 13.8-acre site. Major tenants include Ralphs, BevMo!, restaurants, and financial services. Friars Mission Center shares a large block with two office towers and two low-rise office buildings occupied by State of California offices and the Art Institute of California. See Figure 2.7-2. PLANNING CONTEXT First San Diego River Improvement Project (FSDRIP) Specific Plan Hazard Center East is part of the 261-acre FSDRIP Specific Plan, dating to 1982. FSDRIP entails two key elements: flood control related improvements along the San Diego River and four major private developments, including Hazard Center. Hazard Center, encompassing three large blocks between SR 163 and Mission Center Road and from the San Diego River to Friars Road, was planned as a multi-use complex with retail, office, and residential development. The Hazard Center East block was slated for a retail center including a grocery store, retail or drugstore, and a restaurant with landscaped surface parking. Development on the site has matched the plan.
  • 58. 2.7-2 Mission Valley Heights Specific Plan Friars Mission Center is part of the Mission Valley Heights Specific Plan, adopted in 1987, which proposed a mix of business park and retail uses on approximately 90 acres of former quarry land. The Plan designated the 15-acre Friars Mission Center site as a community commercial center with good visibility from Friars Road. The Specific Plan also identified pedestrian-oriented improvements between Friars Mission Center and the Hazard Center Trolley station, including a potential overcrossing at the Friars Road and Frazee Road intersection, as well as a pedestrian path on the Hazard Center East site. DEVELOPMENT POTENTIAL Hazard Center East This center is close to the SR 163 freeway, but not freeway-oriented and it turns its back to Friars Road. The Hazard Center trolley station and San Diego River frontage path are easily accessible across the street. The principal development opportunity is office, followed by hotel or multifamily. The site is too small to accommodate a viable, diversified retail center competitive with other sites in Mission Valley. Table 2.7-1: Comparative Market Conditions and Development Potential Hazard Center East Friars Mission Center Westfield Mission Valley Westfield Mission Valley West Park Valley Center Rio Vista Fenton Market- place Market Conditions Total Taxable Sales, 2014 ($1000s) $22,990 $30,009 $262,709 $57,256 $70,108 $63,298 $353,540 % Avg. Annual Growth Rate 2010- 2014 2.90% 6.63% 1.39% 1.77% -0.64% 15.56% 5.14% Taxable Sales per SF, 2014 $354/SF $107/SF $238/SF $294/SF $258/SF $242/SF $567/SF Potential Action Reposition x x Convert x x x x x x Intensify x x x x x x Transition to multifamily/ mixed- use x x x Other (see notes) 1 2 3 4 Potential Land Use Retail/Restaurant Low High High Medium Medium Medium High Office High High Medium Medium Medium Medium Medium Hotel Medium Medium Medium Medium Low Low Medium Multifamily Medium Low Medium High High High High Notes: 1. Transition to office or multifamily with ancillary retail 2. Maintain as a community center; strengthen tenant mix 3. Maintain as a regional mall; replace department store(s); expand mixed of uses 4 Add structured parking to support additional retail/mixed-use Sources: Keyser Marston Associates, 2015; Dyett & Bhatia, 2016.
  • 59. FENTON MARKETPLACE RIO VISTA FRIARS MISSION CENTER PARK VALLEY CENTER WESTFIELD MISSION VALLEY WESTFIELD MISSION VALLEY WEST First San Diego River Improvement Project Specific Plan Mission Valley Heights Specific Plan Quarry Falls Specific Plan Mission City Specific Plan HAZARD CENTER EAST UPTOWN LINDA VISTA SERRA MESA CLAIREMONT MESA GREATER NORTH PARK MID-CITY: CITY HEIGHTS TIERRASANTA MID-CITY: NORMAL HEIGHTS KEARNY MESA NAVAJO MID-CITY: KENSINGTON- TALMADGE Mission Bay Park Mission Bay EL CAJON BLVD 38THST ADAMS AVEADAMS AVE I-5 I-8 I-805 I-15 163 163 15 I-8 FRIARS RD QUALCOMMWY LINDA VISTA RD ULRICST MORENABLVD EL CAJON BLVD TEXASST MISSIONCENTERRD JUAN ST W WASHINGTON ST MISSIONVILLAGEDR SAN DIEGO MISSION RD ROSECRANSST SUNSET BLVD FASHIONVALLEYRD UNIVERSITY AVE PARKBLVD GENESEEAVE LINDA VISTA R D NAPA ST FRIARS RD MURRAYRIDGERD CA M DE LA REINA CLAIREMO N T DR FRIARS RD 30THST VI A LAS C UMBRES M ORENA BLVD EASTMISSIONBAYDR CAM DEL RIO NORTH MADISON AVE MISSIONGORGERD 43RDST 44THST 45THST MEADE AVE 35THST MADISON AVE IDAHOST ORANGE AVE OHIOST COWLEYWAY KANSASST MILTON ST HOWARD AVE DENVERST OSLER ST HAMILTONST GEORGIAST POLK AVE COMSTOCKST FULTON ST HAWLEYBLVD MONROE AVE MISSISSIPPIST RONDA AVE 32NDST 36THST PINE ST GREYLINGDR CIVITA BLVD ILLIONST 41STST MELBOURNEDR 39THST MARYLANDST CAMPUSAVE TRIASST GRANDVIEWST LAURETTA ST KELLY ST CONGRESS ST COLUSAST CANTERBURYDR SANTORD IRVINGTON AVE FRAZEE RD CAMINODELESTE ARBOR DR MADISON AVE POLK AVE 32NDST IOWAST 42NDST 34THST 37THST LINCOLN AVE GESNER ST LITTLEFIELD ST DORCASST W MONTECITO WAY RIO S AN DIEGO DR GLIDDEN ST MARLBOROUGHDR FORT STOCKTON DR W LEWIS ST KURTZ ST FI ELD ST GALVESTONST BURGENERBLVD FAIRMOUNTAVE FENT O N PKY SEA W ORLDDRIVE VI A ALTA Qualcomm Stadium Fig 2.7-1: Opportunities on Large Sites 0 3,000 6,0001,500 FEET Data Source: City of San Diego, 2015; SANGIS Regional GIS Data Warehouse, 2015. (www.sangis.org) Dyett & Bhatia, 2015 This map/data is provided without warranty of any kind, either express or implied, including but not limited to, the implied warranties of mercantability and fitness for a particular purpose. Note: This product may contain information from the SANDAG Regional Information System which cannot be reproduced without the written permission of SANDAG. This product may contain information reproduced with permission granted by RAND MCNALLY & COMPANY® to SanGIS. This map is copyrighted by RAND MCNALLY & COMPANY®. It is unlawful to copy or reproduce all or any part thereof, whether for personal use or resale, without the prior, written permission of RAND MCNALLY & COMPANY®. Copyright SanGIS 2009 - All Rights Reserved. Full text of this legal notice can be found at: http://www.sangis.org/Legal_Notice.htm Trolley Stops Light Rail Freeways Ramps Streams/Creeks Large Sites San Diego River Park Master Plan River Corridor Area River Influence Area Planning Area Parcels Lakes/Ponds/Bays Mission Valley Community Plan Boundary Community Planning Areas San Diego River San Diego River San Diego River
  • 61. Issues and Options Report 2.7-5 Friars Mission Center Anchored by a full-line supermarket and drugstore, this site provides the major community retail center in Mission Valley. It is close to the SR 163 freeway and enjoys high visibility on Friars Road; however, it is relatively far from the trolley. It is flanked to the north by two prominent office buildings within the Pacific Center. The Civita master plan, which will include 4,780 new multifamily housing units, is under development to the east directly across Mission Center Road. The center is somewhat challenged by its elongated configuration: pedestrians are not likely to walk the length of the retail buildings from Frazee Road side to Mission Center Road. Given its success as a community retail center, the probable highest and best use is to remain as a community retail center in the long term. There also may be potential for addition of an office building, possibly displacing lesser-performing retail footprints. Other potential uses have also been considered. ISSUES •! Arterial roads serve as barriers for the community. Friars, Frazee, and Mission Center roads range from six to eight lanes in various locations. Distance between intersections on these arterials ranges between 300 and 600 feet, a relatively long block for pedestrians. The intersection of Friars and Frazee roads in particular is a strong barrier to pedestrian use of the area. •! The Hazard Center Trolley station is underutilized by residents within 1/2 mile radius. The FSDRIP Specific Plan amendment from 2010 observed the limited use of the Hazard Center Trolley station, an observation that is reinforced by Trolley boarding data from 2014. This amounts to a poor use of public transit investment, and a missed opportunity for transit to serve a vital role in Mission Valley. •! Hazard Center Drive is discontinuous. Today, local residents and employees can only travel west of SR 163 or east of Mission Center Road by using the limited-access Friars Road. URBAN DESIGN OPPORTUNITIES The following are a number of potential urban design opportunities that respond to the issues listed above, some of which are illustrated in Figure 2.7-3. 1. Create a Connected, More Fine-Grained Grid A local system of streets and pedestrian ways will provide direct and attractive routes for pedestrians, and connect local businesses and amenities. It will reduce the existing block scale to a more walkable one. A conceptual network of future streets and mid-block pedestrian connections is shown on Figure 2.7-3. 2. Create a High-Quality Pedestrian Realm Streets and paths would not be attractive without pedestrian-oriented amenities. Key elements could include enhanced streetscape design; pocket parks, plazas, and landscaping; seating and shade structures; and water features. Development that is oriented directly toward the sidewalk is critical.
  • 62. 2.7-6 3. Intensify Development Office and/or new or repositioned retail development could occur on the Hazard Center East site, bringing a more urban scale to a location with close proximity to the Trolley and the River, and an existing cluster of office buildings. The Friars Mission Center site could be intensified to accommodate office or mixed retail/residential buildings. With intensification, new roadways should be introduced, and future development should be oriented both to the new locally-scaled streets and walkways and to the roadways around the site perimeter. Active ground-floor uses would help energize the area. Intensification of these sites would require Specific Plan amendments. 4. Enhance Connections with the River Future improvements to the Hazard Center East site should feature high-quality pedestrian connections to allow easy and welcoming access to the San Diego River path.
  • 63. Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community San Diego River FRIARS ROAD MISSIONCENTERROAD FRAZEE RO AD HAZZARD CENT ER DRIV E M URRAY CANYON ROAD CIVITA BLVD STATEROUTE163 Hazard Center Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 Ralphs Food 4 Less Hazard Center Station Trail access on Hazard Center Drive The entrance of Friars Mission Center at the end of Mission Road The intersection of Frazee and Friars raods HAZARD CENTER EAST FRIARS MISSION CENTER Recent residential development along Westside Drive, part of the Civita project Figure 2.7-2: Hazard Center East and Friars Mission Center – Existing Conditions
  • 64. 1/4M ile R adius from Trolley Station 1/2 Mile Radius from Trolley Station Trolley Station San Diego River FRIAR S ROAD DAORRETNECNOISSIM HAZARD CENTE R DRIVE M URRAYCANYONROAD MISSION VALLEY ROAD CIVITA BLVD STATEROUTE163 Hazard Center Station FRAZEE ROAD Potential Active Frontage Potential Westside Drive 0 1,000 FEET 250 500 Figure 2.7-3: Hazard Center East/ Friars Mission Center Existing Residential Existing Residential Existing Residential Existing Residential Potential Future Development Potential Future Development Potential Plaza Existing Residential Existing Office Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Intersection Improvement Trolley Existing Driveway Crosswalk Existing Trail Building Footprint
  • 65. Issues and Options Report 2.7-9 Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center EXISTING CONDITIONS Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center are a conglomeration of retail development between I-8 and the San Diego River and between SR 163 and Qualcomm Way. Westfield Mission Valley, built in 1961 as Mission Valley Mall, was the first shopping complex built in the valley. It occupies a 60-acre site and today features Macy’s and Macy’s Home Furnishings; regional chains including Target, Bed Bath & Beyond, and Michaels; and the 20-screen AMC Mission Valley cinemas. Parking is primarily provided in surface lots around the perimeter; in addition, a significant amount of subterranean parking is provided near the mall’s interior. Westfield Mission Valley West, located on a 14.8-acre site on the west side of Mission Center Road, currently features Trader Joe’s, Marshalls, and Ulta, with restaurants along Camino de la Reina and Mission Center Road. Finally, Park Valley Center is located on a 22.5- acre site on the north side of Camino de la Reina, and features Saks Off 5th Ave, Best Buy, and Staples. The Mission Valley Center Trolley Station is located on the north side of Park Valley Center, providing transit within walking distance of this area. North of the Trolley station lies the San Diego River and a segment of the River Path. Figure 2.7-4 shows existing conditions at these sites. PLANNING CONTEXT The Westfield Mission Valley West site and the Park Valley Center site are included in the First San Diego River Improvement Project (FSDRIP) Specific Plan. The Westfield Mission Valley West parcel is proposed for a commercial office building with restaurants, boutiques, specialty shops and similar uses integrated into an office tower. The building would include 490,000 square feet of floor area and rise 20 stories or more, occupying just 5 percent of the site, the remainder of which would be landscaped to create a park-like setting, with parking underground. At the Park Valley Center site, the Plan identifies a two-phase development program, with free-standing commercial buildings in the first phase (now built), and a second phase that could include high- intensity office and hotel development, or additional retail development, depending on the market. Five options are provided in the FSDRIP, emphasizing the relationship between buildings, a pedestrian connection to the future Trolley station, and the river. The most intense option includes 300,000 square feet of retail, 500,000 square feet of office space, 300 hotel rooms, and parking garages. The Plan calls for providing good pedestrian access, and restricts development adjacent to the river. The San Diego River Park Master Plan, adopted by the City in 2013, identifies additional, specific design elements along the river that would celebrate the presence of the River Park. Elements include overlooks, neighborhood parks, signage, and river- oriented active uses. DEVELOPMENT POTENTIAL Westfield Mission Valley Mall As Mission Valley’s first mall, this center occupies a large site with excellent freeway visibility, two freeway interchanges, and Trolley access just across the street to the north. The center has transitioned over the years to add a cinema, fitness center, new restaurants, and a Target store. It
  • 66. 2.7-10 has also responded to consolidations in the department store industry. The anticipated highest and best use of this site is as a regional retail destination, but with diversified uses, possibly to include office, hotel, and/or multifamily. Westfield Mission Valley West Mission Valley West is a smaller, surface-parked center that enjoys direct freeway visibility and access. It is far from the Trolley. Several hundred multifamily units are situated to the north and west (currently under construction). Although retail use in this location will likely continue to be viable, the probable long-term highest and best use of this site is multifamily. Office and hotel uses are also likely to be viable in this location. Park Valley Center This site is a long and narrow property stretching from Mission Center Road on the west (Best Buy) to Qualcomm Way on the east (Staples). It is directly served by the Trolley and fronts the San Diego River, but has no direct access to the river frontage. It is located directly north of the Westfield Mission Valley mall. If the site remains in retail use, it will continue to function as a disparate collection of retail stores and restaurants, i.e., shoppers will not likely walk from Best Buy to Staples. The shallow parcel reportedly limits options due to truck loading requirements. Given its trolley access, multifamily may be a strong long-term use of this site. ISSUES The bullet points below summarize the present issues that applies to some or all of the large sites: •! Auto-oriented street environment. Camino de la Reina and Mission Center Road are currently highly auto-oriented streets, with few crossings and only basic pedestrian infrastructure and amenities. This environment presents a challenge in the context of potential future development that supports walking and transit use. •! Westfield Mission Valley turns its back on the street. Macy’s has a brick wall along the Camino de la Reina street frontage. The Mall’s entrances are set back behind the parking lot, with no clear connection for visitors who come from the Trolley station. A successful transition to a pedestrian-supportive environment connecting this site with the larger area would benefit from design changes, pedestrian facilities, and new development around the Mall perimeter. •! Park Valley Center site does not address the river. The river is a great natural asset, but the shopping center turns its back on the river. With future development, this site has the potential to address Camino de la Reina, the Trolley station, and the river, and to incorporate strategic public and pedestrian-oriented spaces. Given the shallow parcel depth and the Trolley structure, design solutions may include upper-level restaurant patios facing the river, and ground-level pocket storefronts, design features or public art. •! The Trolley line separates the river and the trail from development to the south. The Trolley line itself creates a barrier to full access to and enjoyment of the river.
  • 67. Issues and Options Report 2.7-11 URBAN DESIGN OPPORTUNITIES The following are a number of potential urban design opportunities, or options, that respond to the issues listed above, and figure 2.7-5 illustrates. 1. Develop Camino de la Reina as a “Main Street” As discussed in Chapter 2.3, Camino de la Reina’s central location, accessibility to the trolley, and strong relationship with the river give it potential to develop as a “main street.” To support the development of a main street, the following improvements may apply along Camino de la Reina: •! Enhanced intersections and crosswalks; •! Streetscape improvements (paving, lighting, trees, amenities); •! On-street parking; •! Active ground floor uses and primary entrances facing Camino de la Reina; •! Potential for mixed-use, high-intensity development including condominiums and apartments above retail. 2. Foster New Urban-Scale Development Each of these sites has the potential to intensify, including street-oriented additional retail and/or office and hotel development around the Westfield Mission Valley Mall; future multifamily development at the Westfield Mission Valley West site; and a mix of multifamily and a pedestrian-oriented retail core on the Park Valley Center site. Capturing these opportunities may require amendments to the FSDRIP. 3. Create a Community Gathering Space between the Station and Camino de la Reina A linear station plaza extending south from the station will strengthen the Trolley’s connection to Camino de la Reina, Westfield Mission Valley Mall and future active, street-facing development. The plaza could also host festivals and local events, making this area an exciting destination for both the Mission Valley community and visitors from around the larger region. 4. Celebrate and Connect to and Across the San Diego River The San Diego River and River Trail are important community assets in Mission Valley, and should be better connected to adjacent development, with more visible access points and buildings that face the river. Future development at the Park Valley Center site must support ample access to the River Trail, including in the vicinity of the Trolley station; in the vicinity of a future pedestrian/bike bridge over the river, and at the west and east ends of the site, where the Trail is directly accessible without crossing the Trolley tracks. Future development on the Westfield Mission Valley West site should be planned to reinforce river access corridors between residential developments to the north.
  • 68. 2.7-12 5. Enhance Access to the Mission Valley Center Trolley Station A pedestrian bridge linking the Mission Valley Center Trolley Station with development to the north should be seriously explored, along with improvements to the street and pedestrian grid north of the river. The bridge can be aligned with an existing undeveloped corridor between residential developments on the north side, and with the primary entrance to the Mission Valley Mall to the south, and within a short walk of the Mission Valley Center Trolley Station. It would connect with the San Diego River Trail on the north side; a new trail along the north-south easement connecting to Station Village Lane and Friars Road; and new public connections through residential developments on the east and west. This page intentionally left blank.
  • 69. Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINO DE LA REINA CAMINODELESTE MISSIONCENTERROAD CAMINODELARROYO San Diego River San D iego River TrailMission Valley Station 0 1,000 FEET 250 500Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. Retail stores facing Camino de la Reina station platform ParkValley Center adjacent to theTrolley station Big box commercial stores Large surface parking lot Pedestrian path connecting ParkValley Station and Camino de la Reina Bus transit along Camino de la Reina Sidewalks along Camino de la ReinaWESTFIELD MISSIONVALLEY PARK VALLEY CENTER WESTFIELD MISSIONVALLEY WEST Figure 2.7-4 Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center - Existing Conditions
  • 70. RIO SAN DIEGO DRIVE CAMINO DEL RIO NORTH CAMINO DEL RIO NORTH 1/4 Mile Radius from Trolley Sta tion INTERSTATE HIGHWAY 8 CAMINO DE LA REINA CAMINODELESTE MISSIONCENTERROAD CAMINODELARROYO San Diego River Trail San Diego River CAMINO DE LA REINA FRIARS ROAD STATION VILLAGE LANEMISSION CENTER CT GILLVILLAGEWAY Potential Station Plaza Potential Future Development Existing Station Active Street Frontage Reposition and Intensify Proposed Mixed-Use Potential Pedestrian/ Bike Bridge Connection to North Side Neighborhoods Hazard Center Station Existing Residential E xi sti ng Resi denti al E xi sti ng Resi denti al Planned Mixed-Use Existing Residential E xi sti ng Resi denti al E xi sti ng Resi denti al Existing Drainage Corridor Existing Crosswalk Existing Trail Trolley Existing Driveway Building Footprint Bus Stop Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Pedestrian Crossing Future Trail 0 1,000 FEET 250 500 Figure 2.7-5: Westfield Mission Valley, Westfield Mission Valley West, and Park Valley Center - Urban Design Opportunities
  • 71. Issues and Options Report 2.7-15 Rio Vista Shopping Center EXISTING CONDITIONS Rio Vista Shopping Center is bounded by Friars Road, Rio San Diego Drive, Gill Village Way, and Qualcomm Way. The center, completed in 1995, falls within a quarter-mile radius of the Rio Vista Trolley station. It is adjoined by multifamily residential development to the south and west, large-scale office buildings to the east, and the future Village Walk retail component of the Civita project to the north. The Rio Vista Shopping Center includes two main buildings and large surface parking lots extensively planted with palms. Currently, the major tenants are Ross, Sports Authority, Office Depot, Party City, and Living Spaces. Existing conditions are shown on Figure 2.7-6. PLANNING CONTEXT First San Diego River Improvement Project (FSDRIP) Specific Plan The Rio Vista Shopping Center is included in the FSDRIP Specific Plan, and designated as a retail center that would act as a component of transit-oriented development centered on the Rio Vista Trolley station. The Plan also includes a linear, open station plaza between the Trolley station and Rio San Diego Drive to promote visibility and accessibility. The Promenade at Rio Vista, developed in 2009, has design features that address the Trolley station, but feels internally- focused. Quarry Falls Specific Plan and Civita The Quarry Falls Specific Plan outlines the land uses, circulation, and design standards for the large vacant site north of the Friars Road that is currently being developed as Civita. When complete, Civita will feature over 4,000 residential units, Quarry Falls Park, additional street connections to Friars Road, and a retail core—Village Walk—directly north of the Rio Vista Shopping Center, across Friars Road. DEVELOPMENT POTENTIAL Rio Vista has visibility and access to Friars Road and Qualcomm Way, but is relatively remote from the freeway. The Trolley is located relatively close to the south. The center has experienced an evolution of tenants, as Kmart and Sears Essentials turned over before Living Spaces settled into the anchor space. The Civita master plan, which will include 4,780 new residential units, 603,000 square feet of commercial retail, and a 620,000 square feet of commercial office, is under development directly north across Friars Road. The Rio Vista site may face challenges as a retail center; the probable highest and best use is judged to be multi-family. ISSUES Three major issues are present on the Rio Vista shopping center site: •! Limited pedestrian access. Crosswalks are present at three intersections along Rio San Diego Drive. There are currently no crosswalks on Gill Village Way, limiting pedestrian accessibility from the west. Friars Road is a major barrier between Rio Vista and the Civita development to the north.
  • 72. 2.7-16 •! No visibility to the Trolley station. The Promenade at Rio Vista obstructs the visibility between the Rio Vista Shopping Center and the Trolley station, and causes the access to feel private. •! Grade-separated roadways and development. Friars Road is built above grade and Qualcomm Way is lowered below grade to accommodate on- and off-ramps. Office and residential buildings in the vicinity of Rio Vista Shopping Center are developed high above Qualcomm Way, making the roadway inhospitable and causing the buildings to be disconnected from any pedestrian activity. URBAN DESIGN OPPORTUNITIES Opportunities to address these issues while taking into consideration the development potential on the site are summarized below and illustrated in Figure 2.7-7. 1. Improve Pedestrian Access Potential ways to increase connectivity between the Shopping Center and adjacent residential development include: •! More crosswalks along Rio San Diego Drive and Gill Village Way; •! Enhanced pedestrian treatments such as bulb-outs, raised crosswalks, pedestrian refuges, pedestrian beacons and countdown signals; •! New local street(s) with active ground floor uses connecting north from Rio San Diego Way; •! New retail buildings with street-facing entrances along Rio San Diego Drive; •! On-street parking. 2. Strengthen Connections to the Trolley Station and the Street Grid The Shopping Center’s current site plan allows for intensification to occur while maintaining “permeability” into the site directly from the Rio Vista Trolley Station; Camino del Este and land to the south; and Gill Village Way/Civita Boulevard and the Civita development to the north. If new streets and public spaces are introduced, they should extend the pattern established by the current network. 3. Establish a Community Shopping Hub on Both Sides of Friars Road Upon completion of Civita, the two retail centers will be at the center of Mission Valley’s residential development. There is a potential for integrating the two retail centers into one interconnected district. Figure 2.7-7 shows potential connections across Friars Road, which could be at grade and/or elevated as skywalks. 4. Create a High-Intensity Mixed Use District The Shopping Center site could be divided into a finer-grained district, with mixed-use development sites potentially lining Rio San Diego Drive, and robust connections to Civita’s Village Walk district to the north.
  • 73. Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community San Diego River FRIARS ROAD QUALCOMMWAY RIO SAN DIEGO DRIVE CAMINODELESTE GILLVILLAGEWAY CIVITABLVD Rio Vista Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 RioVista Shopping Center Friars Road Large surface parking lot An office park east of QualcommWay, raised above street level RioVistaWest Station at the end of a linear park The Promenade condominiums south of RioVista GillVillageWay Driveway lines up with pedestrian connection to theTrolley station. Figure 2.7-6: RioVista – Existing Conditions
  • 74. 1/4 Mile Radius from Trolley Station San Diego River FRIARS ROAD GILLVILLAGE WAY CIVITA BLVD QUALCOMMWAY CAMINODELESTE STATION VILLAGE WAY CAMINO DEL RIO NORTH Rio Vista West Station INTERSTATE HIGHWAY 8 RIO SAN DIEGO DRIVE Planned “Village” Development Existing Offices Existing Hotel Existing Residential Existing Residential Existing Residential Existing Residential Potential Pedestrian Bridge/Crossing Potential Future Development 0 1,000 FEET 250 500 Figure 2.7-7: Rio Vista Shopping Center - Urban Design Opportunities Potential Reorientation to Rio San Diego Drive Existing Pedestrian Connection Potential Pedestrian Connection Potential Future Development Existing Driveway Existing Trail Trolley Building Footprint Potential Pedestrian Crossing
  • 75. Issues and Options Report 2.7-19 Fenton Marketplace EXISTING CONDITIONS Fenton Marketplace, opened in 2000, is defined by three anchor stores (Costco, Ikea, and Lowe’s) on the west, an expansive surface parking lot at the center, restaurants and retail stores on the east along Fenton Parkway, and the Mission Valley Library at the south. Across from the library and behind the Del Rio Apartment Homes is the Fenton Parkway trolley station. Existing conditions are illustrated on Figure 2.7-8. PLANNING CONTEXT Adopted in 1998, the Mission City Specific Plan proposes a mix of residential, commercial, and office uses on a 225-acre site east of I-805 on both sides of Friars Road. Fenton Marketplace is located in the “Mission City South” subarea, which the Plan describes as a “lively urban core with a variety of land uses.” The Plan emphasizes providing access to the Trolley station, to the San Diego River Corridor, and to the Mission City trail systems north of Friars Road. Suggested design elements include a station arrival plaza, a multi-use trail “paseo” extending the Mission City trail from the northern neighborhood to the pedestrian connections south of Friars Road, greenbelts, and supportive community or civic uses. Both the existing Community Plan and the Mission City Specific Plan propose a new right of way, known as the Milly Way Bridge, to connect the Fenton Parkway and Camino De Rio North across the San Diego River. DEVELOPMENT POTENTIAL This power center has three extremely strong large anchor stores: Costco, IKEA, and Lowe’s. It also has direct Trolley access, the Mission Valley branch library, and river frontage. There is no evidence that other retail centers or locations in the trade area are likely to displace Fenton Marketplace’s superior competitive position. However, in the longer term, multifamily housing may be the probable highest and best use for at least portions of the property. One option for the site is the gradual introduction of structured parking and intensification of development with new uses such as multifamily and mixed-use buildings. The Bay Street Emeryville development in the Bay Area provides a good example. ISSUES Key issues at Fenton Marketplace today are summarized below: •! Connectivity between the Marketplace and the Trolley station is lacking. There is no direct path or wayfinding between the Trolley station and the Marketplace, and the Trolley station is not visible from the Marketplace or from the rest of the neighborhood. •! The trail under Friars Road is an underutilized asset. The pedestrian underpass serves an important need, creating a safe crossing of Friars Road between a major shopping destination and the Portofino and Escala residential communities to the north. This path may not be used to its full potential.
  • 76. 2.7-20 •! The commercial buildings along Fenton Parkway do not activate the street. The retail buildings along the Marketplace’s perimeter are active and successful, but their entrances all face into the site interior. •! Suburban layout. The Marketplace’s large parking lots and big box stores give the Marketplace a low-intensity, suburban character that does not make the most of its urban site characteristics. Introduction of mixed-use or multifamily development would require structured parking for the strong retail center. URBAN DESIGN OPPORTUNITIES The ideas summarized below respond to these issues and to potential intensification at Fenton Marketplace in the future, and are illustrated in Figure 2.7-9. 1. Intensify Fenton Marketplace as a Regional Commercial Center Building on the existing success of the three anchors, the marketplace has the potential to intensify by converting the existing surface parking to structured parking and adding additional major tenants. 2. Transition Fenton Marketplace to Be a Pedestrian-Oriented Neighborhood Center Surrounded by residential uses and a transit stop, Fenton Marketplace has tremendous potential to evolve as a walkable commercial center, where regional shoppers can park once, and residents from adjacent neighborhoods can access it on foot. Some features of this center may be: •! Street-facing retail on Fenton Parkway; •! A diverse tenant mixed of retail and services; •! Enhanced pedestrian realm and interior network, including a direct connection between the Friars Road underpass and Mission Valley Library and a pedestrian plaza where festivals and events could take place; •! Enhanced connection between the Marketplace, Mission Valley Library and the Trolley station. 3. Create a Mixed-Use District Fenton Marketplace could be adapted to a higher-intensity mixed-use district, using the current driveway network as a framework for future streets, and replacing parking lots with new mixed use buildings and structured parking. Future mixed-use development may be best suited for the western portion of the site, near Fenton Parkway, leaving space at the site interior for structured parking for the retail center, which benefits from direct access and visibility from Friars Road. 4. Enhance the Trolley Station Area, and Connections to It The Trolley station is in need of design improvements that will enhance visibility and provide refuge for the transit riders. Two key design treatments, as suggested in the specific plan, would be appropriate:
  • 77. Issues and Options Report 2.7-21 •! A station arrival plaza. A plaza should be created that is highly visible and connected to adjacent development, Fenton Parkway, the Mission Valley Library and the Marketplace, the future San Diego River Path, and a future park on the Qualcomm Stadium site. •! Extension of Fenton Parkway (Milly Way Bridge). The Milly Way Bridge would attract office workers at Centerside and other potential transit riders and visitors from south of the San Diego Riverto the Trolley station and the Marketplace. The connection should be a pedestrian/bike connection at a minimum, and preferably should accommodate vehicles.
  • 79. Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community CAM INO DEL RIO NO RTH INTERSTATE HIGHW AY 8 FRIARS ROAD QUALCOMMWAY San Diego River NORTHSIDE DRIVE FEN TO N PARKWAY RIO SAN DIEGO DRIVE MISSIONCITY PARKWAY Fenton Parkway Station Data Source: ESRI Digital Globe, 2015; Dyett & Bhatia, 2015. 0 1,000 FEET 250 500 Office park across from the Fenton Marketplace Retail stores at the entrance of the Marketplace MissionValley Library Driveway in front of Ikea Pedestrian path within the parking lot Fenton Marketplace Driveway The trail underpass and exit at Friars Road Fenton ParkwayTrolley station platform Dead end of Fenton Parkway Figure 2.7-8: Fenton Marketplace – Existing Conditions
  • 80. NO RTHSIDE DRIVE MISSIONCITY PARKWAY 1/4 M ileRadiusfromTrolleyStation Potential Active Frontage 0 1,000 FEET 250 500 Potential Street Connection Potential Pedestrian Connection Potential Active Use Frontage Potential Future Development Trail Access Intersection Improvement Future Trail Existing Trail Trolley Existing Driveway Building Footprint CAM INO DEL RIO NO RTH INTERSTATE HIGHW AY 8 FRIARS ROAD STADIUMWAY San Diego River Potential Site for Parking Structure Potential Bridge Connection Future Park Figure 2.7-9: Fenton Marketplace RIO S AN DIEG O DRIVE FENTO N PARKWAY Key Pedestrian Connection Potential Park Existing Underpass Existing Trolley Station Access to Future Park and River Trail Potential Station Plaza
  • 81. 2.8-1 2.8! Issue 8: Appropriate Land Uses South of I-8 Issue Discussion The geography of Mission Valley gives the community a highly linear form. Movement is relatively easy from east to west, but is highly constrained in the north-south direction by the steep slopes that form the community’s north and south edges; by the San Diego River; and by major roadways, most importantly I-8. I-8 traverses Mission Valley from west to east at the base of the valley’s southern edge. It creates a powerful barrier between the great majority of the community, which lies to the north, and the small band of development to the south. The unique conditions in the corridor south of I-8 call for special attention in the Community Plan Update process. SITE CONSTRAINTS SOUTH OF I-8 The disconnected quality of the South of I-8 corridor has several distinct characteristics. First, the parcels are disconnected from development on the mesa to the south by the steep hillside, and disconnected from development to the north by I-8. Second, the strip’s circulation system is limited almost entirely to one street: Taylor Street/Hotel Circle South to the west of SR 163; Camino del Rio South to the east. That street functions as a frontage road for I-8, with only limited connections to I-8 and a small number of other streets and freeways over an approximately six-mile length. Third, the strip itself is segmented. The portion west of SR 163 is disconnected from the portion to the east. Freeway ramp infrastructure at Texas Street/Qualcomm Way, and Interstates 805, and 15 results in awkward circulation patterns along Camino del Rio North. The disconnected nature of the South of I-8 corridor means that the area has limited access to amenities in Mission Valley, even ones that are physically very close, such as the San Diego River. It is challenging for workers and hotel guests south of I-8 to reach the River, the Trolley, or the restaurants and shops around Westfield Mission Valley Mall on the north side of the freeway, and very few amenities are available on the south side. The limited roadway connections limit the area’s capacity to handle traffic, and create substantial challenges in providing public services (e.g. fire and police). Finally, the corridor’s location directly adjacent to I-8 results in development in an area with air quality and noise impacts. SITE ADVANTAGES The South of I-8 corridor also enjoys the notable benefit—from a commercial perspective—of high visibility from I-8, and relative accessibility to key regional destinations including the downtown San Diego, the airport, Mission Bay Park, Qualcomm Stadium, and San Diego State
  • 82. 2.8-2 University. The strip has potential advantages in the form of future direct connections to open space trails in hillside and canyon open spaces and to an enhanced system of open spaces and trails connecting to the river and beyond. EXISTING LAND USES The western portion of the South of I-8 corridor, from Presidio Park to SR 163, is composed mainly of hotels and motels, with a mix of older properties with a low-rise, landscaped character and newer mid- and high-rise properties with national hotel brands. Between SR 163 and Texas Street, more hotels give way to a mix of commercial uses, including a small concentration of auto dealerships. East of the Texas/Qualcomm interchange, the South of I-8 corridor is characterized by primarily low-rise office buildings with surface parking, except where the steep hillside and open space descends directly to the street (Camino del Rio South). Properties along the corridor have depths ranging from 200 to 700 feet, with most in the middle of that range; the back sides of most properties abut steep undeveloped hillside. Options Four strategies for directing future land uses and public investments in the South of I-8 corridor are presented here. These may be pursued separately or in combination, and may treat different aspects of the issue. 1. CREATE DISTINCT DISTRICTS ALONG THE CORRIDOR The corridor has a relatively clear land use pattern today, which can be reinforced in the Community Plan Update to support further development of each area. These land use character areas are shown on Figure 2.8-1. Hotel District in the Western Segment The western segment of the corridor, between Presidio Park and approximately Mission Center Road, is primarily composed of hotels and motels, and has the best access to Mission Bay Park and Sea World; the airport; and downtown. The current Community Plan designates this area for “Office or Commercial Recreation” and “Commercial Recreation.” The Community Plan Update could strengthen the hotel focus for this area by more narrowly tailoring the land use mix, removing the office option and facilitating visitor-serving commercial uses including hotels and restaurants. Updated development standards could facilitate the higher-intensity hotel format toward which there has been a transition. At the same time, the Plan Update could set lower development intensity or include incentives to encourage the rehabilitation and repositioning of aging “garden models,” which could play up their history and provide an alternative, boutique hotel environment which isn’t as of yet well-established in Mission Valley.
  • 83. S a n D i e g o R i v e r FAIRMONT AVE CAM INO DEL RIO NORTH CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH CAMINO DEL RIO SOUTH Fenton Parkway Station Qualcomm Stadium Station Mission San Diego Station 8 8 15 805 BACHMANPLACE PRESIDIO DR HOTEL CIRCLE SOUTH HOTEL CIRCLE NORTH HOTEL CIRCLE PLACE TAYLOR ST I N T E R S T A T E H I G H W A Y 8 S a n D i e g o R i v e r FASHIONVALLEYROAD CAMINO DE LAREINA MORENABLVD TAYLOR ST Fashion Valley Station Morena/ Linda Vista Station 8 163 FRIARS ROAD Sefton Field YMCA Presidio Park Riverwalk Site S a n D i e g o R i v e r CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH CAMINO DE LA REINA MISSIONCENTERROAD QUALCOMMWAY CAMINO DE LA REINA CAMINO DEL RIO SOUTH CAMINO DEL RIO NORTH 805 Hazard Center Station Mission Valley Center Station Rio Vista West Station 8 163 CAMINO DEL RIO SOUTH Buchanan Canyon TEXASST I N T E R S T A T E H I G H W A Y 8 I N T E R S T A T E H I G H W A Y 8 Figure 2.8-1: South of I-8 Corridor Retail Service Commercial/ Auto Row or Regional Retail Office Mixed-Use Office Visitor-Oriented Commercial Office West Segment Central Segment East Segment Visitor-Oriented Commercial SR15CommuterBikeway 0 1 MILES 1/4 1/2 Development Character Trails/Pedestrian/Bike Connections (Conceptual) Enhanced Pedestrian/Bike Connections Existing Trails Trolley Mission Valley Community Plan Area Normal Heights Canyon
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  • 85. Issues and Options Report 2.8-5 The Community Plan Update can help foster transition to both higher-intensity hotels (left) and boutique properties (right). Service Commercial Uses and Auto Row in Central Segment The segment of the corridor between approximately Mission Center Road and the Scottish Rite Center could be identified as a zone for service commercial uses, including auto sales and services and public storage. Three auto dealerships are already located in this segment. The clustering of more auto dealers along this strip would help to create a critical mass, and would provide a location for dealers who may want to relocate from the north side of I-8 where development pressure for higher-intensity development is strong. Zoning with a more limited set of allowed uses may result in lower land valuations and property tax assessments, which would be beneficial to the success of an “auto row.” The Scottish Rite site could be a key asset for a future auto row, as could potential land freed up if the I-8 interchange at Texas Street/Qualcomm Way were to be redesigned in a more space-efficient manner. On the other hand, auto dealers have expressed the desire to have land use options, allowing them to adapt to market conditions, and have stated that moving from current locations and leases could result in large tax charges. This issue could be addressed in lieu of introducing more restrictive zoning. Regional Retail Uses in the Central Segment Alternatively, the central segment of the South of I-8 corridor could be designated for retail commercial development, and could become a site for big-box and other regional-serving stores. This would allow flexibility for big box retailers with a regional draw, which would benefit from the high freeway visibility from I-8 that they be afforded in this location. The depth of the parcels would be adequate for these uses. This would also carry the regional retail character over from Westfield Mission Valley Mall, to the north, and could allow regional retail to shift from other locations in the community. Fletcher Parkway in La Mesa provides an example of regional retail development on a corridor with limited lot depth. Camino del Rio South may not currently have the capacity to handle the traffic generated by large retail box stores, and would very likely need to be expanded. Office Corridor in Eastern Segment From approximately the Scottish Rite center west of Texas Street to the eastern boundary of the community, the south side of I-8 is lined with primarily 2 to 5 story office buildings, typically set
  • 86. 2.8-6 back some distance from the street, with surface parking and landscaping. This stretch of the corridor has one street connection to the north side of the freeway, at Mission City Parkway, and no access to the mesa above. The current land use profile of the area could be reinforced by the Community Plan Update. 2. FACILITATE DIVERSE COMMERCIAL LAND USES THROUGHOUT CORRIDOR An alternative option would be to allow a broad range of land uses throughout the corridor, except that residential uses would continue to be not allowed because of the area’s limited access and the freeway-related environmental effects. Because the area is relatively disconnected from the rest of the community, even if the land use mix produces an “incoherent” feeling, there would not be substantial impact on district character north of I-8, and the market would generate the type of development best suited to each site. For example, hotels may flourish in the eastern segment, even if they are not there currently, due to proximity to Qualcomm Stadium and San Diego State University. Retail commercial development may find a strong niche in the central segment, spinning off from the Westfield retail properties on the north side. Given the separation from high-quality transit and direct connection with the freeway, development intensity limits could be calibrated with traffic capacity, similar to the current approach. 3. DIMINISH THE BARRIER EFFECT OF I-8 BY ENHANCING CONNECTIONS The third option could be combined with either of the first two, but would be especially relevant with Option 1. Existing connections across I-8 would be enhanced and new connections would be created, to link the South of I-8 corridor with the rest of the community. Existing crossings would be made much more pedestrian-friendly, and new crossings would be created in each segment, enhancing access to amenities on the north side of I-8. In particular, crossings would be planned to provide good access to Trolley stations and to the San Diego River greenway. Crossings would also link parks and open spaces on the south and north side, and link the river greenway to the canyons (see Chapter 2.4). Finally, crossings could reinforce a hotel district along Hotel Circle South and North, on both sides of I-8; and an office district along Camino del Rio South and North, on both sides of I-8. Freeway decks providing parks and unifying districts could be explored. Figure 2.8-1 indicates potential crossing enhancements.
  • 87. 2.9-1 2.9!Issue 9: Enhancing Access to the San Diego Trolley Mission Valley remains a car-oriented landscape despite the presence of high quality transit offered by the Green Line Trolley, as well as multiple express and local bus routes. Although the Mission Valley community can be characterized as a dense environment, land parcels tend to be very large, creating a fragmented built environment which in turn poses challenges for accessing the Trolley. Bus service is similarly challenged, where service quality and on-time performance suffers due to heavy vehicular traffic, particularly along bus routes that provide service to and from other neighboring communities. There is a potential in this community for increased transit ridership through improvements to localized Trolley Station access, improvements to station amenities and comfort levels, and improvements to bus service performance by alleviating traffic-related impediments to on-time performance through transit priority treatments. Access and Connectivity Issues at Trolley Stations There are a total of seven Green Line Trolley Stations in Mission Valley: Fashion Valley Transit Center, Hazard Center, Mission Valley Center, Rio Vista, Fenton Parkway, Qualcomm Stadium, and Mission San Diego. Two additional Trolley Stations are located within close proximity to the Mission Valley community: Morena/Linda Vista, located approximately ¼-mile to the west of the community boundary, and Grantville, located approximately ¾-mile to the east of the community boundary. The following summarizes access and connectivity issues for each station: •! Morena/Linda Vista: The station area provides quality access to the adjacent neighborhood of Morena, the Mission Valley YMCA, and several nearby employment centers. Further from the station, industrial land uses are prevalent, which limits potential connectivity. Although the station is located near the San Diego River, access to the San Diego River Trail is not possible near the Trolley Station. •! Fashion Valley Transit Center: Pedestrian connectivity to the adjacent Fashion Valley Mall is possible through a direct pedestrian bridge. The primary focus of this station is to serve mall patrons. A second priority of the station is to serve those transferring to and from bus services to the Trolley. Generally, other adjacent land uses are car-oriented, and do not support much pedestrian or bicycle connectivity, such as the RiverWalk Golf Course, the Town and Country Resort, and nearby office parks.
  • 88. 2.9-2 •! Hazard Center: The Hazard Center Trolley Station is within easy walking distance of the Hazard Center mall, the DoubleTree hotel, the San Diego River Trail, and a multifamily community to the south. South of the river, additional multifamily communities exist such as the River Scene, River Front, and Rio del Oro developments, but connectivity remains an issue due to a need to cross the San Diego River. Further from the station, land uses tend to be big-box retail, and are separated by wide, heavily-travelled, high speed arterials that tend to discourage walking and cycling. Additionally, the station’s location is somewhat hidden from view, which forms an addition barrier to potential transit users. •! Mission Valley Center: The station area provides quality access to the San Diego River Trail. Generally, the station is in close proximity to many of the dining, retail, and entertainment opportunities near the Westfield Mission Valley mall. However, access is discouraged because of the station’s location behind the adjacent shopping center, discontinuous land uses, long block lengths, and the need to cross wide, heavily-travelled, high speed arterials. North of the station there are several multi-family developments, but the San Diego River presents a barrier to connectivity. In addition, some residential complexes have locked gates that limit “back door” access to the properties, which may provide shorter walking distances than existing access options. •! Rio Vista: The Rio Vista Trolley Station primarily serves adjacent multifamily developments. Nearby shopping and employment centers offer ample parking, nearly all of which is located closer to the establishment’s front door than the Trolley Station. New nearby residential developments, such as Civita, currently lack pedestrian connectivity. The Trolley Station’s location within the adjacent Rio Vista Apartment complex can may confuse riders since the station is visually obscured from the street network, and may appear to be an amenity for Rio Vista residents only. Although access to the San Diego River Trail is available, the majority of nearby land uses are residential. •! Fenton Parkway: Fenton Parkway is situated near multifamily residential developments, the Mission Valley Branch Library, and the Fenton Marketplace shopping center. However, the station is located behind the adjacent residential complex and requires a longer walk than the farthest parking spots. Nearby residential uses are gated, and lack direct access to the Trolley Station due to fencing. Several large employment centers are located across the San Diego River to the south, such as the Centerside office complex, which is among the largest in the community. However, these office complexes lack connectivity to the Trolley Station. In addition, nearby retail is mostly big-box style, which often corresponds to large purchases requiring a vehicle to transport. •! Qualcomm Stadium: This station is primarily used to access events taking place at Qualcomm Stadium, as well as for park-and-ride access during periods of non- use. There are no land uses near this station that would attract or encourage uses other than events at the stadium, and no access to the San Diego River Trail. •! Mission San Diego: This station area is located near auto-oriented multifamily residential developments as well as the San Diego Mission, which have reasonably
  • 89. Issues and Options Report 2.9-3 direct access from the Trolley Station. There are few nearby commercial land uses. The Trolley Station is situated close to I-8 which poses difficulties for cyclists and pedestrians, and also limits the number of land uses to the south that would attract transit riders. •! Grantville: The Grantville Trolley Station is located near commercial and light industrial land uses approximately ¾-mile to the east of the Mission Valley Community. The station has 254 parking spots on site, which provide park and ride opportunities. However, the station is located along a frontage road near the north side of the Interstate 8 freeway, which limits the number of destinations that can reasonably be reached on foot. Options 1. IMPROVE TROLLEY STATION ACCESS BY INCREASING PEDESTRIAN CONNECTIVITY Figure 2.9-1 shows the key corridors in Mission Valley. One notable feature is the presence of three significant east-west corridors, including I-8, the San Diego River, and Friars Road, and four north-south corridors, including SR-163, Mission Center Road, Qualcomm Way, and I-15. Although these corridors provide significant automobile access, they create barriers for cyclists and pedestrians attempting to access the Trolley. In order to improve station access, it will be necessary to devise connections that allow for easy access across these barriers, such as the recently installed high-intensity activated crosswalk (HAWK) beacon on Mission Center Road, as shown below. Pedestrian bridges across the San Diego River at the Hazard Center and Mission Valley Center stations, similar to what is available near the Fashion Valley Transit Station, would also provide greater connectivity and shorter walking times than the existing roadway crossings. The Fenton Parkway station would have greater connectivity through either a multimodal or pedestrian bridge. Since most transit riders begin or end their trip as a pedestrian, safe pedestrian crossings improve access to Trolley Stations, particularly given the wide, high-speed roadways present in the community. HAWK beacon on Mission Center Road.
  • 90. 2.9-4 2. ENHANCE STATION AMENITIES AND IMPROVE COMFORT LEVELS Ensuring that stations are comfortable and attractive places to wait in all weather conditions will contribute to enhancing the Trolley’s attractiveness and perceived accessibility to users. Currently, shade from the summer sun and shelter from rain can be scarce at Trolley Stations. Comfortable benches, substantial overhangs and/or awnings, and accurate, easy-to-read next arrivals signage can communicate welcoming impressions, particularly at times of day when service frequency is reduced. Mission Valley’s predominant retail is large-scale in nature, and often associated with large purchases that are more easily transported by a private vehicle. Some retailers in the Mission Valley community have attempted to promote transit use. In particular, IKEA offers a 20% discount on shipping for customers who arrive by transit. Such retailer incentives may serve to increase the portion of visitors to Mission Valley choosing to ride the Trolley. Mission Valley is congested in large part due to the combination of isolated land uses and free parking, both of which promote vehicular use. Oftentimes, Trolley Stations are located beyond the furthest parking space, requiring transit users to walk further to shop than single-occupant vehicle drivers. This can discourage transit use, and at a minimum, sends the message that transit is not a high priority mode. The Mission Valley Center and Fenton Parkway Trolley Stations, for example, are both located behind their respective shopping centers, requiring the transit rider to walk further to get to the stores than drivers. Future redevelopment should focus on making the Trolley Station a central feature of each area served. This will help to send a message that Trolley use is a preferred, convenient means of access that will deliver passengers to the center of their destination. 3. A NEW TROLLEY STATION AT RIVERWALK There is a two mile gap in transit service through the RiverWalk Golf Course site, situated between the Morena/Linda Vista and Fashion Valley stations, as shown in Figure 2.9-2. As redevelopment of the RiverWalk occurs, an additional Trolley Station will provide significant access opportunities to new development in this location. As San Diego works to meet sustainability and carbon emissions goals set forth in the Climate Action Plan, high profile sites, such as large-scale redevelopment projects in Mission Valley, will play a key role in reducing the high levels of reliance on automobiles currently seen in the community and region. A new trolley station at RiverWalk will increase overall Green Line Trolley running times, likely adding up to several minutes to the overall end-to-end running time, when considering deceleration, station dwell, and acceleration times. Ultimately, site development plans should carefully integrate the new transit amenities that will become available to ensure that the station is used to its full potential. Placing the station as a central feature, surrounded by high performing, complementary uses, is key to ensuring that the new station returns high ridership levels.
  • 91. !(à !(à !(à !(à !(à !(Ã!(à !(à !(à !(à §¨¦5 §¨¦805 §¨¦15 ·}15 ·}163 Barriers to Accessing Trolley Stations Major Roadway Freeway River !(à Trolley Station Figure 2.9-1: Roadway and Transit Corridors Friars Rd Mission CtrRd Qualcomm Wy San Diego River Green Line Improving Access to the San Diego Trolley §¨¦8
  • 92. !(à §¨¦805 !(à Trolley Station Trolley Line Class I - Bicycle Paths River Golf Course Figure 2.9-2: Riverwalk Site Friars Rd FashionValleyRd San Diego River Green Line Improving Access to the San Diego Trolley §¨¦8 Hotel Circle N Hotel Circle S ColusaSt Via Las Cumbres
  • 97. !(à !(à !(à !(à !(à !(Ã!(à !(à !(à !(à §¨¦5 §¨¦805 §¨¦15 ·}15 ·}163 Friars Rd Mission CtrRd Qualcomm Wy San Diego River Green Line Improving Access to the San Diego Trolley " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " """"""""""""" !(à Trolley Station Major Roadway Freeway River San Diego River Bike Path Gaps" " " San Diego River Bike Path §¨¦8 Figure 2.10-1: San Diego River Trail
  • 99. 2.11-1 2.11   Issue 11: Prospects for Aerial Tram Connections Mission Valley is characterized by steep slopes to the north and south. Mesa rims rise several hundred feet above the valley floor, and access to the mesas is limited to a small number of roadways through various canyons. These limited number of access points are typically congested and do not always provide bicycle or pedestrian facilities. As a regional employment, retail, and residential hub, the relative difficulty in accessing Mission Valley due to topographical challenges presents a barrier to future growth, and serves to partially obscure the community’s desirable, central location within the regional context. Options 1. AERIAL TRAM CONNECTIVITY BETWEEN MISSION VALLEY AND NEIGHBORING COMMUNITIES Aerial trams represent a promising approach to dealing with steep slopes and limited room for roadway building. They are being implemented in several cities across the US and are becoming viewed as a legitimate component of an urban transportation network. The Portland Aerial Tram links a similarly topographically challenged section of the City of Portland. It connects the South Waterfront area with the Oregon Health and Science University campus above, as shown in the following images. Portland Aerial Tram from the Oregon Health and Science University. Portland Aerial Tram.
  • 100. 2.11-2 The Portland Aerial Tram is the second commuter aerial tramway installed in the United States, after the Roosevelt Island Tramway in New York City. Abroad, aerial tramways have been installed in a growing number of locations, such as Singapore, Hong Kong, and Medellin, Colombia. An aerial tram can create a straight-line connection over challenging terrain since it does not require flat surfaces for its travelway. Additionally, trams can potentially offer high frequency service, particularly if multiple gondolas are attached to the cable. The ability to overcome topographic challenges may make tramways an applicable fit given Mission Valley’s relative importance in the city and its very constrained transportation networks. Aerial tram studies undertaken in San Diego, such as the San Diego Bay to Balboa Park Skyway Feasibility Report (2015), have established a precedent for considering skyway technology as a transportation alternative in San Diego, particularly where San Diego’s unique topography presents a challenge to implementing more traditional connectivity solutions. The San Diego Bay to Balboa Park Skyway Feasibility Report provides guidance on several potential challenges, and seeks to illuminate future implementation issues in San Diego. In addition, the study presents potential alignment and station considerations and provides a path to implementation, including financing and construction considerations. This study is underscored by the current 2050 Regional Transportation Plan, San Diego Forward, which includes the possibility of using aerial trams to connect the future Mid-Coast Trolley to Pacific Beach as well as to link the Sorrento Valley community to the Coaster and Mid-Coast Trolley Line. The potential for privacy concerns has been raised, particularly near high-rise buildings adjacent to the tramway. As a countermeasure, certain technologies have been suggested, such as strategic opaquing of tram windows when passing near sensitive areas. Aerial tramways may be well-received in a city with a large tourism industry, such as San Diego, provided that quality station areas are identified, and links to other modes of travel are implemented. Since aerial tramways generally remove passengers from their vehicles, the ultimate success of an aerial tramway in Mission Valley is reliant upon continued development and improvement of supporting transit, pedestrian, and bicycle facilities in the community. 2. FUNICULAR RAILWAY Funiculars achieve many of the same goals of aerial tramways in cases where topography isolates land uses. A typical funicular consists of two cars, which simultaneously run in opposing directions, providing a counterbalance of weight. Funicular railways are capable of traversing very steep slopes, such as those that separate Mission Valley from neighboring mesa communities to the north and south, and are generally best suited to short distances, as distance of travel affects headways between departures. Barcelona Aerial Tram
  • 101. Issues and Options Report 2.11-3 Funiculars are found in topographically challenged regions throughout the world. The Strand Beach Funicular is a nearby example in Dana Point, which provides beach access from a hilltop location. The greatest number of funiculars are found in mountainous regions of Europe, where topography presents a similar challenge to connectivity as is seen in Mission Valley. Other examples are found in Asia, such as the Peak Tramway in Hong Kong. The characteristics of funicular railways appear to be well-suited to the conditions of Mission Valley, where crow-flies distance between neighboring communities is short, but topography restricts connectivity to several congested canyons. A funicular may be best used to serve walkable destination pairs with high two-way connectivity demand, such as Mission Valley to the Uptown Community. However, siting considerations in Mission Valley may require careful consideration, due to the fact that most popular land uses are located in the center of the valley, away from the canyon rims that a funicular will traverse. Strand Beach Funicular, Dana Point (Source: Wikimediahttps://commons.wikimedia.org/wiki/Fi le:StrandBeachFunicular.JPG) Peak Tram, Hong Kong (Source: Wikimedia, https://en.wikipedia.org/wiki/Peak_Tram#/media /File:Hongkong_peak_tram.jpg)
  • 103. 2.12-1 2.12   Issue 12: Mission Valley Community Circulator on Camino de la Reina Mission Valley is characterized by large single-use parcels. This development pattern, combined with wide, congested roadways that have historically prioritized automobile travel, hinders walkability, even though uses are often in close proximity. For Example, the 1.5 mile segment of Camino de la Reina between Fashion Valley Mall and Qualcomm Way is flanked by enclosed land developments behind large parking lots – the disconnected nature of land uses is shown in the photo below. In addition, Mission Valley is a popular destination, attracting large numbers of visitors. Combined, these factors serve to promote single-occupancy vehicle (SOV) travel, even when trip lengths fall within walking or bicycling distance. Land Uses in Mission Valley are often disconnected, and located behind large parking lots. A community circulator may encourage travel between destination locations.
  • 104. 2.12-2 Options 1. IMPLEMENT A COMMUNITY CIRCULATOR TO LINK KEY DESTINATIONS There is strong potential for implementation of a community circulator in the Mission Valley area. A circulator service that connects key uses may lead to an increase in non-SOV travel throughout the community. Improved connectivity to transit may bridge the last-mile gap that often exists between transit stations and popular destinations for those traveling to and from Mission Valley. Community circulators are an effective way to move people around in high traffic areas, particularly when land use and street network patterns make walking between locations difficult. Routes are generally short, operated at a low speed, with frequent stop spacing similar to local bus service. Fares are generally kept low to encourage high levels of ridership, and service is frequent particularly during peak periods. The obstacles to easy active travel seen in Mission Valley, combined with Trolley Station access barriers, as discussed in the preceding three sections, suggest that a community circulator may merit additional study to enhance true travel choice in the Mission Valley community. A notable example of a successful community circulator exists in Emeryville, CA, located near Oakland. Emeryville is currently undergoing rapid redevelopment from a formerly industrial community toward becoming a walkable, mixed-use destination. To increase circulation and promote transit use, the Emery Go-Round provides free last-mile service to and from the nearby MacArthur BART station to various points around the community, with frequencies varying between 10 and 30 minutes. Operations are funded through a citywide Property Business Improvement District (PBID). The photo below displays the Emery Go-Round service. In addition to providing a last-mile transit service and promoting intra-community travel, community circulators can lend to a vibrant street life and have been sometimes referred to as a “pedestrian accelerator.” For example, in addition to providing last-mile service from BART, the Emery Go-Round also promotes travel within the community due to frequent service and free fare. In Mission Valley, future redevelopment may make foot traffic and street life a more prominent part of Camino de la Reina. Future redevelopment along Camino de la Reina may encourage the formation of a walkable district, which would increase the benefit provided by a community circulator with additional pedestrian circulation.
  • 105. Issues and Options Report 2.12-3 The DASH service in Los Angeles is another example of a successful community circulator. Each route is designed to interface with the larger Metro network – preferably a rapid bus or rail station – and serves an individual neighborhood to facilitate community circulation and last-mile connectivity to and from the regional transit network. DASH service generally varies between 5 and 30 minute frequencies, while fares are fifty cents. Currently, 27 DASH community circulator routes are in operation throughout the Los Angeles area. Figure 2.12-1 depicts the DASH community circulator route map. The Emery Go-Round provides frequent, free service to connect the community of Emeryville to BART service. The DASH bus provides frequent low cost circulator service in Los Angeles neighborhoods.
  • 106. 2.12-4 Figure 2.12-1: DASH Route Map Source: Los Angeles Department of Transportation
  • 107. Issues and Options Report 2.12-5 The SuperLoop provides two distinct circulators, which converge at the UTC Transit Center. Local to San Diego, the SuperLoop service, operated by the San Diego MTS, provides a series of community circulators to the catchment area of the University of California, San Diego (UCSD) and North University City. The services operate in a west and east loop, while converging at the UTC Transit Center. The service is useful as a first/last mile connector to longer-range transit services, such as the Rapid 237 or the future Mid-Coast Trolley extension. Additionally, UCSD students that live in North University City find the service useful to commute to and from school. The SuperLoop offers a peak-period headway of 10 minutes on weekdays, with 15 minute headways during non-peak periods and weekends. 2. POOL PLANNED AND EXISTING PRIVATE CIRCULATORS Some developments within Mission Valley have implemented, or are planning to implement, a private circulator service. Examples include the Centerside office complex, which offers lunchtime shuttle services for employees, as well as the Civita residential development, which plans to implement a circulator to connect residents to transit and major community attractions. These circulators are often implemented through conditions established during a development’s approval process. While not accessible to all members of the general public, these circulators have a high likelihood of facilitating mobility for eligible travelers. Although these systems are currently privately financed and operated, future large developments within the community are likely to continue the trend of implementing community circulators as a traffic-mitigating community amenity. An opportunity may exist to pool these services to attain economies of scale in operations and maintenance funding, as well as to increase the number of persons eligible to utilize these services.
  • 109. 2.13-1 2.13   Issue 13: Strategies to Reduce Greenhouse Gas Emissions Issue Discussion CLIMATE CHANGE Global climate change is a change in the weather patterns of the earth, which can be measured by wind patterns, storms, precipitation, and temperature. A particular concern is increase in average temperatures, contributing to sea level rise. Many components of society and ecosystems are sensitive to climatic variability, including human health, agriculture, coastal zones, and the natural environment. In California, sea levels have risen by as much as seven inches over the last century, resulting in eroded shorelines, deterioration of infrastructure, and depletion of natural resources. California’s water supply is threatened due to prolonged drought and increased demands from growth. Less precipitation, premature runoff of snowpack and rainwater, and restrictions on the Colorado River and the Bay-Delta in Northern California have increased the pressure on the state’s water supplies. GREENHOUSE GASES Global temperatures are regulated by the accumulation of naturally occurring greenhouse gases (GHGs), which include carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and water vapor. Human activities also produce these naturally-occurring gases, as well as other GHGs such as hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF6). Human activities have elevated atmospheric GHG concentrations beyond naturally-occurring levels. Energy-related activities account for three-fourths of human-generated GHG emissions. These activities include electricity production, transportation, the treatment and transportation of water, and industrial processes such as producing construction materials and managing waste. Electricity generation is the largest source of GHG emissions in the United States, followed by transportation. KEY REGULATORY CONTEXT Federal Regulations The U.S. Environmental Protection Agency (EPA) has issued regulatory actions under the Clean Air Act, Energy Policy Act, Energy Independence and Security Act, and other statutory authorities to address issues related to climate change. In the 2008 U.S. Supreme Court decision Massachusetts v. EPA, the Court held that the Clean Air Act authorized the EPA to regulate
  • 110. 2.13-2 tailpipe GHG emissions if the EPA determined they caused or contributed to air pollution that endangered public health or welfare. Since then, the EPA has developed and implemented regulations to reduce GHG emissions by using renewable fuels through the Renewable Fuels Standard program created under the Energy Policy Act of 2005; raised federal Corporate Average Fuel Economy (CAFE) standards for cars and light-duty trucks; and even granted a waiver of Clean Air Act preemption to California for the State’s GHG emission standards for motor vehicles beginning with the 2009 model year. State of California Regulations California has enacted a set of executive orders, legislation, policies, and programs intended to work together to reduce the state’s contribution to global emissions of GHGs. Key state actions are described below. California’s GHG Emissions Reduction Targets Executive Order S-3-05 (Gov. Schwarzenegger, June 2005) recognized California’s vulnerability to climate change, noting that increasing temperatures could potentially reduce snow pack in the Sierra Nevada, which is a primary source of the state’s water supply. Additionally, this Order acknowledges that climate change could influence human health, coastal habitats, microclimates, and agricultural yield. The Governor thus set GHG emissions reduction targets for California, as follows: reduce GHG emissions to 2000 levels by 2010; to 1990 levels by 2020; and 80 percent below 1990 levels by 2050. Executive Order B-30-15 (Brown, 2015) established a California GHG target of 40 percent below 1990 levels by 2030. California Global Warming Solutions Act of 2006 The California Global Warming Solutions Act of 2006, also known as Assembly Bill (AB) 32, directed the California Air Resources Board (CARB) to perform numerous tasks aimed at achieving the state’s reduction targets. As the roadmap for achieving AB 32’s reduction goals, the CARB Scoping Plan outlined the combination of policies, programs, and measures necessary to reduce statewide GHG emissions to 1990 levels by 2020, the equivalent of reducing emissions by 15 percent below current levels and 30 percent below projected business-as-usual levels in 2020. Many of the measures would, when implemented, contribute to emission reductions statewide as well as in local communities. Sustainable Communities and Climate Protection Act of 2008 The Sustainable Communities and Climate Protection Act of 2008 (Chapter 728, Statutes of 2008, also known as Senate Bill (SB) 375) promotes better integration of transportation and land use planning throughout California. The statute was intended to complement efforts under AB 32 by requiring CARB to develop regional GHG emission reduction targets for passenger vehicles. Pursuant to SB 375, each of California’s MPOs must prepare a Sustainable Communities Strategy (SCS) outlining how the region will meet its GHG reduction target by integrating land use planning, transportation planning and funding, and housing needs. The SCS will be incorporated into the regional transportation plan, typically prepared by each MPO every 4 to 5 years. San Diego Association of Governments (SANDAG), the MPO for the San Diego region, has developed the SCS as an element of its Regional Transportation Plan, which it combined with the
  • 111. Issues and Options Report 2.13-3 Regional Comprehensive Plan into San Diego Forward: The Regional Plan. The SCS includes the following building blocks: (1) a land use pattern that accommodates future employment and housing needs, as well as protects sensitive habitats; (2) a multi-modal transportation network; (3) managing demands on the transportation system in ways that reduce or eliminate traffic and maximize the efficiency of the transportation network; and (4) innovative pricing policies and other measures designed to reduce the number of miles people drive in their vehicles. The SCS also includes five strategies to move the San Diego region towards reducing GHG emissions and building a more sustainable future: (1) focusing housing and job growth in already urbanized areas; (2) protecting the environment and helping ensure the success of smart growth land use by preserving sensitive habitat, open space, and cultural resources; (3) investing in a robust transportation network; (4) addressing housing needs of all segments of the population; and (5) implementing the Regional Plan through incentives and collaboration. At its core, the SCS encourages communities to plan for more compact, higher density, greater employment intensity, and walkable developments situated near transit. The SCS also plans for transit investment to support this vision, including new Trolley lines serving and bike routes in Mission Valley. California Green Building Standards Code (Title 24, Part 11) In January 2010, the California Building Standards Commission adopted the first-in-the-nation mandatory Green Building Standards Code (CALGREEN) as a supplement to the 2007 California Building Standards Code. The Code was updated in 2013. The purpose of the code is to improve public health, safety and general welfare by enhancing the design and construction of buildings in the following categories: 1) planning and design, 2) energy efficiency, 3) water efficiency and conservation, 4) material conservation and resource efficiency, and 5) environmental air quality. The code identifies mandatory and voluntary measures that apply to the planning, design, operation, construction, replacement, use and occupancy, location, maintenance, removal, and demolition of every new building or structure throughout the State of California. City of San Diego Regulations Sustainable Building Policies In several of its policies, the City aims to reduce GHG emissions by requiring sustainable development practices in City operations and incentivizing sustainable development practices in private development. The City has established a mandate for all City projects to achieve the U.S. Green Building Council’s Leadership in Energy and Environmental Design (LEED) Silver standard for all new buildings and major renovations over 5,000 square feet. Incentives are also provided to private developers through the Expedite Program, which expedites project review of green building projects and discounts project review fees. Waste Diversion Regulations The City has also enacted codes and policies aimed at helping achieve the state’s 75 percent waste diversion target, including the Refuse and Recyclable Materials Storage Regulations (Municipal Code Chapter 14, Article 2, Division 8), Recycling Ordinance (O-19678 Municipal Code Chapter 6, Article 6, Division 7), and the Construction and Demolition Debris Deposit Ordinance (0- 19420 & 0-19694 Municipal Code Chapter 6, Article 6, Division 6).
  • 112. 2.13-4 City of San Diego General Plan The General Plan includes several climate change-related policies aimed at reducing GHG emissions from future development and City operations. For example, Conservation Element policy CE-A.2 aims to “reduce the City’s carbon footprint” and to “develop and adopt new or amended regulations, programs, and incentives as appropriate to implement the goals and policies” related to climate change. The Land Use and Community Planning Element, the Mobility Element, the Urban Design Element, and the Public Facilities, Services, and Safety Element also identify GHG reduction and climate change adaptation goals. These elements contain policy language related to sustainable land use patterns, alternative modes of transportation, energy efficiency, water conservation, waste reduction, and greater landfill efficiency. The overall intent of these policies is to support climate protection actions, while retaining flexibility in the design of implementation measures, which could be influenced by new scientific research, technological advances, environmental conditions, or state and federal legislation. Climate Action Plan In December 2015, the City adopted the Climate Action Plan (CAP), which identifies measures to meet GHG reduction targets for 2020 and 2035. The CAP consists of a 2010 inventory of GHG emissions, a Business as Usual (BAU) projection for emissions at 2020 and 2035, state targets, and emission reductions with implementation of the CAP. The CAP identifies GHG reduction strategies focusing on energy- and water-efficient buildings; clean and renewable energy; multi- modal and land use planning; zero waste goals; and climate resiliency. To achieve its proportional share of the state reduction targets for 2020 (AB 32) and 2050 (EO S- 3-05), the City would need to reduce emissions below the 2010 baseline by 15 percent in 2020, and 49 percent by 2035. Through implementation of the CAP, the City is projected to reduce emissions even further below targets (City of San Diego 2015). Options Land use planning and policy at the community level will play a key role in helping the City reduce GHG emissions. This chapter describes opportunities for the Community Plan Update to contribute to each of the four GHG reduction strategies identified in the City’s Climate Action Plan: water and energy-efficient buildings; clean and renewable energy; bicycling, walking, transit and land use; and waste management. The fifth strategy proposes an Urban Tree Planting Program; this is addressed in Chapter 2.15 of this report. While these strategies may be appropriate for the Community Plan, certain strategies—such as mandating certain building efficiency requires—would likely need to be applied on a citywide scale. Strategies such as land use/transportation integration and tree planting could be implemented at the Community Plan scale. WATER AND ENERGY-EFFICIENT BUILDINGS “Green building” refers to development practices that are more energy-, fuel-, and water-efficient than traditional development, resulting in resource conservation and fewer GHG emissions. The building sector consumes almost 70 percent of the energy consumed and 40 percent CO2
  • 113. Issues and Options Report 2.13-5 emissions produced in the United States. Green building is an important tool to fighting climate change and reducing GHG emissions, in part because technology already exists to make substantial reductions in buildings’ CO2 emissions and energy usage. The Climate Action Plan identifies five actions to be undertaken citywide to achieve water and energy-efficient buildings: a Residential Energy Conservation and Disclosure ordinance; a Municipal Energy Strategy and Implementation Plan; a new water rate and billing structure; a Water Conservation and Disclosure Ordinance; and an Outdoor Landscaping Ordinance. The Community Plan Update can augment these efforts in a number of ways, summarized below. GHG emissions and energy consumption can be substantially reduced through green building. 1. Require Buildings to Exceed CALGREEN Standards The statewide CALGREEN code establishes minimum requirements applicable to the construction of all new buildings in the state, requiring that they be built using environmentally sustainable construction practices. The CALGREEN code also includes more stringent, voluntary provisions, which the Community Plan may require new development in Mission Valley meet. These measures, organized into two tiers, were designed to be easily adopted by ordinance by those cities and localities that want to be leaders in environmental sustainability and the green building movement. For example, the mandatory requirements under the Planning and Design category are (1) developing and implementing a plan to manage storm water drainage during construction, and (2) preparing construction plans that indicate how site grading or drainage systems will manage all surface water flows to keep water from entering buildings. Voluntary provisions that may be
  • 114. 2.13-6 adopted under this category include more stringent limits on impermeable paving. To meet the Tier 1 standards, at least 20 percent of a project’s total parking, walking, or patio surfaces must be permeable. To meet Tier 2 standards, at least 30 percent must be permeable. The Community Plan could incent and/or require new construction to meet CALGREEN’s Tier 1 or Tier 2 requirements, in whole or in part. For example, for non-residential projects, Palo Alto requires new construction to meet the more stringent Tier 2 requirements and tenant improvements and renovations to meet CALGREEN’s Tier 1 requirements. As another example, San Rafael requires new residential buildings to meet the Tier 1 measures, excluding the measures concerning Energy Efficiency. 2. Require New Buildings to be LEED Certified, GreenPoint Rated, or Be LEED or GreenPoint Quality The Community Plan may also require new construction to meet the standards set by private, independent rating systems. LEED, perhaps the best known of these systems, certifies the design, construction, and operation of high performance buildings. The LEED program is a point-based system. Building projects earn points for satisfying green building criteria within specific credit areas. Projects also may earn Regional Priority bonus points for implementing green building strategies that address important local environment issues. Another rating system, focused on residential construction, has been developed by Build It Green, a membership supported non-profit organization whose mission is to promote healthy, energy- and resource-efficient residential development in California. Build It Green has three strategic objectives: (1) drive policy development by partnering with government to establish credible and accessible green building policies that promote private sector innovation and provide consistent guidelines statewide; (2) increase supply of green homes by training building professionals on the latest best practices and connecting green product suppliers with consumers; and (3) stimulate consumer demand by increasing awareness of the benefits of green building and making “GreenPoint Rated” a trustworthy, recognized brand for green homes. The GreenPoint Rated program provides an objective, third-party verification system for identifying green homes, understanding green benefits, and recognizing green features. Like LEED, GreenPoint is a points- based system; the greater the number of points, the more green the construction. Currently, San Diego requires all City projects to achieve LEED Silver certification for all new buildings and major renovations over 5,000 square feet. Incentives are also provided to private developers through the Expedite Program; this program expedites project review of green building projects and discounts project review fees. The Community Plan can do more. The Community Plan could require private development to be certified or be of a quality that is certifiable in accordance with a certain LEED standard, from the lowest (Certified) to the highest (Platinum). Alternatively, the Community Plan could require residential construction to achieve (or be able to achieve) a specific GreenPoint Rating. San Jose requires new residential construction of fewer than 10 units to submit a GreenPoint or LEED checklist. New construction of 10 or more units must be GreenPoint Rated 50 points or LEED Certified, and new high-rise residential construction must be LEED Certified. San Francisco requires new residential buildings to be GreenPoint Rated. Applicants are required to demonstrate that a minimum of 75
  • 115. Issues and Options Report 2.13-7 GreenPoints will be achieved. Alternatively, this rating requirement may be met by obtaining LEED Silver certification. 3. Prescribe Specific Measures While the independent rating systems provide developers flexibility to achieve a level of sustainability through a variety of methods, it is also possible for the Community Plan to require certain green building measures instead of or in addition to meeting a required rating. In doing so, the Community Plan can address particular needs or goals of the community. For instance, West Hollywood requires all modifications to bathrooms and kitchens and all new structures to include the installation of water saving features, all new or modified structures to install Energy Star appliances, and any project that requires a development permit to provide roof capacity for photovoltaic system installation. The Community Plan could mandate the optional CALGREEN measures of its choosing, or draft measures of its own that are reasonably necessary based on the climatic, topographical, or geographical considerations of Mission Valley. Potential measures include reducing the heat island effect and promoting energy efficiency by requiring vegetated roofs or roofing materials that meet minimum requirements with respect to solar reflectance and thermal emittance, and requiring new development to provide vegetation or man-made shading devices for windows on the east, south, and west-facing walls. 4. Incentivize Green Performance in Addition to Mandatory Standards In addition to mandating compliance with green building standards above and beyond those minimally required by CALGREEN, the Community Plan can incentivize developers to exceed any codified standards. Incentives can take many forms. For instance, the City, through its Expedite Program, already expedites project review of green building projects and discounts project review fees. Another incentive that may be considered is providing developers that meet certain green building standards increased floor-area-ratio (FAR) or unit density. CLEAN AND RENEWABLE ENERGY Rooftops and parking lots present opportunities to generate solar power (left). The Community Plan can also ensure there is infrastructure for those who drive lower emission vehicles (right). Clean and renewable energy sources include plant matter, solar power, wind power, wave power, geothermal power, and tidal power. It usually also includes technologies that improve energy efficiency. The Climate Action Plan identifies three actions to be undertaken citywide to achieve
  • 116. 2.13-8 100 percent renewable energy citywide by 2035: a Community Choice Aggregation or other program that increases the City’s renewable energy supply; an increase the number of municipal zero emissions vehicles; and the consideration of a Municipal Alternative Fuel Policy. The Community Plan Update can augment these efforts in a number of ways, summarized below. 5. Generate Renewable Energy San Diego’s sunny climate makes it particularly suitable to generating solar energy. One way to support the generation of solar energy is to facilitate and promote the siting of photovoltaic energy systems in Mission Valley. It is possible for the Community Plan to require or encourage new development to provide roof capacity for photovoltaic system installation, as is done in West Hollywood. It is also possible for the Community Plan to require the installation of solar panels on the portion of new buildings’ roofs that California law requires to be “solar-ready”, as San Francisco recently did. Mission Valley also has a large number of surface parking lots where photovoltaic systems could be installed; not only would these facilities generate clean and renewable energy, they would protect and shade parked vehicles. The Community Plan can also adopt policies that remove any impediments to solar energy generation in Mission Valley, such as by ensuring that solar energy systems are listed as a permitted use in Mission Valley’s Planned District zones and making clear that photovoltaic cells are not mechanical systems that need to be enclosed or screened from view. Eligible projects that generate a certain percentage of project energy needs through solar panels can also qualify for the Sustainable Expedite Program. As part of this program, these projects may be eligible for a deviation such as from the height restrictions. 6. Require Electric Vehicle Charging Stations The Community Plan may also support private actors’ energy efficient choices. The Community Plan could require that commercial parking lots to be outfitted with Electric Vehicle Charging Stations or, for residential construction, provide the capability for their installation. BICYCLING, WALKING, TRANSIT AND LAND USE The Community Plan can also make it easier and more pleasant for community members to walk, bike, and take public transit.
  • 117. Issues and Options Report 2.13-9 As the Climate Action Plan recognizes, it is insufficient for San Diego’s buildings to be built sustainably and powered with renewable energy. As the transportation sector accounts for over 50 percent of all GHG emissions within San Diego, housing, workplaces, and services must be built sufficiently close together and be accessible via transit, bicycle, and walking in order for the City to achieve its GHG reduction goals. Potential ways for the Community Plan to support these goals are discussed below. 7. Realize the “City of Villages” Vision The City of Villages strategy focuses growth into compact, mixed-use centers linked to the regional transit system, and preserves open space lands. Opportunities to realize this strategy are discussed in other chapters of this paper, including in Chapters 2.1, 2.7, and 2.8. 8. Create Complete Streets to Promote Travel by Foot, Bike and Transit Bike facilities, wider and more shaded sidewalks, and other amenities make it safer and more attractive for people to navigate Mission Valley without a car. A detailed discussion of ways to promote alternate forms of transportation may be found in Chapters and 2.1 and 2.2. 9. Promote Urban Agriculture Urban agriculture can reduce the energy used to transport food and provide opportunities for neighborhood residents to increase their connection to their community and to each other. Opportunities to promote urban agriculture are discussed in detail in Chapter 2.14. REDUCE AND DIVERT WASTE In comparison to the existing signage along the San Diego River (left), leave no trace signage (right) can inform community members to take their trash with them and keep the area as they found it.
  • 118. 2.13-10 Waste is typically defined as unwanted materials or substances, usually byproducts of a productive process. However, items that some people discard have value to others. The “cradle to cradle” concept contends that all waste can be retrieved at the end of its use and become a healthy input for another process. While it has been customary to use landfilling and incineration to dispose of waste, it is possible for humans to reduce, reuse, or recycle the vast majority, if not all, of our waste. In fact, the City’s Climate Action Plan sets forth a plan to achieve zero waste. The CAP identifies two actions to be undertaken citywide: enact a Zero Waste Plan and implement landfill gas collection operational procedures, and implement operational procedures to capture methane gas from wastewater treatment. The Community Plan Update can augment these efforts. 10. Facilitate the Reduction and Proper Disposal of Waste The Community Plan can promote the proper disposal and reduction of waste through a variety of means. •   Provide water bottle filling stations in high traffic areas and public parks. •   Host clean up events at city trails, parks, and waterways. This is especially critical in Mission Valley, where homeless encampments and associated waste are common issues along the San Diego River. •   Host collection events that make it convenient for residents to properly dispose of household hazardous waste. 11. Embrace Leave No Trace Part of reducing waste is educating community members about the amount their actions can affect their surroundings and incentivize them to make positive changes to minimize their impact on the environment. The “Leave No Trace” concept, generally associated with human use of wilderness areas, asks people to pack in and pack out their waste. This causes people to be very aware of the waste they produce, and has the potential to change consumer behavior. A leave no trace policy could be adopted in the San Diego River Park, particularly for a limited area and for a limited time. Such a policy, paired with an educational component and good signage, could educate park users regarding how they can minimize their impact on this important and sensitive resource. Other parklands ask visitors to leave no trace, especially in wilderness areas. The National Park Service has a leave no trace policy. More recently, parks located in urban areas, including Ocean Beach in San Francisco, are experimenting with removing garbage cans and asking visitors to pack out their trash. 12. Facilitating the Reuse of “Waste” The Community Plan can provide or promote opportunities for community members to exchange used goods. For example, the City can facilitate the creation of small free “libraries” where people can share books, along sidewalks or in parks. This both highlights waste reduction and encourages community bonds.
  • 119. Issues and Options Report 2.13-11 A community facility such as a little free library can make it easier for residents to exchange used books (left). Reusable water bottle filling stations (right) can also make community members less likely to buy and dispose of plastic water bottles.
  • 121. 2.14-1 2.14   Issue 14: Opportunities for Urban Agriculture Issue Discussion The Community Plan Update has the opportunity to support urban agriculture and help to build a sustainable food system in Mission Valley. Urban agriculture—backyard gardens, community gardens, community supported agriculture operations (CSAs), and farmers’ markets—can help to improve access to healthy food, absorb runoff, reduce carbon emissions, and build community bonds. Agriculture was the first major use in Mission Valley, and there is an opportunity to synthesize the community’s agrarian past with its increasingly urban future. WHAT IS A SUSTAINABLE FOOD SYSTEM? Local agriculture, farmers’ markets, and distributing and eating locally-grown food are aspects of a “sustainable food system.” A sustainable food system addresses several areas of influence: food access and quality, production (farms and gardens), procurement (markets, stores, and city policies), transport (shipping methods and fuels, packaging, and other factors), and consumer and business decision-making. Sustainable food relates to broader issues of community health, environmental quality, local economic development, neighborhood revitalization, and community connectedness. BENEFITS OF URBAN AGRICULTURE Numerous studies have found that people who live in communities where fast food restaurants and corner stores are more convenient than grocery stores have more health problems and higher mortality than residents of areas with a higher proportion of grocery stores; the reverse is also true. Community gardens, community-supported agriculture (CSA) operations, and farmers’ markets can also play a positive role in providing access to healthy and nutritious food and can help make Mission Valley a healthier place to live. Urban agriculture can also provide environmental benefits. Growing more food locally means less food will be shipped long distances by truck, thus reducing greenhouse gas emissions. Urban agriculture can also help to capture and clean stormwater runoff, thus play a role in improving water quality. Community gardens are also a way to productively use marginal urban land such as land under and along freeways and sites that house utility infrastructure. Last but maybe best, community
  • 122. 2.14-2 gardens can be attractive focal points that bring community members together, and promote public health through engaging community members in active, outdoor activity. Options 1. CREATE COMMUNITY GARDENS ON PUBLICLY-OWNED LAND AND AS PART OF FUTURE PARKS Mission Valley has the potential to provide multiple sites for community gardens that contain individual and shared-plot spaces. Land owned by Caltrans, in particular around freeway interchanges, and City-owned land including at the Qualcomm Stadium site, may have remnant areas that could be used as community gardens. The Qualcomm Stadium site is particularly attractive for community gardens due to it being partially located in the flood zone that is outside the Multi-Habitat Planning Area (MHPA); the areas of Mission Valley that are most likely to flood are ineligible for community gardens as they are located within the MHPA. Priority sites for community gardens can be identified through the Community Plan Update. It will be critical to work in partnership with Caltrans and/or other public agencies. Community gardens can also be included as part of future parks and recreation facilities in Mission Valley. The City should develop and maintain partnerships with organizations to facilitate the development, administration, and operation of community gardens in Mission Valley. 2. FACILITATE THE INCLUSION OF COMMUNITY GARDENS IN NEW DEVELOPMENT The Community Plan Update can include policies that would establish incentives for developers and landowners to include space for food production. Incentives may include additional floor area or density. Gardens may be incorporated into site plans of future developments, or located on rooftop gardens, and may be a resource for residents of the development or for members of the larger community. 3. MAKE IT EASIER TO ESTABLISH URBAN AGRICULTURAL USES AND OPERATIONS Currently, community gardens are permitted as a limited use in base residential and commercial zones in San Diego. On-site sales of produce are permitted in commercial and industrial zones, and are permitted one day per week in residential zones. However, community gardens are not included in the list of permitted uses in the Mission Valley Planned District zones. The City can support home and community gardens by ensuring that zoning does not prevent or restrict the use of residential yards and common open space in multifamily communities for urban agricultural activities. In addition, larger-scale urban agriculture may be an appropriate temporary use on private parcels that may be developed in the future, in all zones in Mission Valley where it would not conflict with natural resource protection. Use of San Diego River for limited irrigation may be explored. Meanwhile, the City can seek to partner with community supported agriculture (CSA) programs as an alternative source of fresh and healthy fruits and vegetables for local residents, particularly
  • 123. Issues and Options Report 2.14-3 those with limited mobility, limited income, or those furthest from existing grocery stores. CSAs can also be linked with Community Supported Kitchens (CSKs), which may offer a weekly pick- up box of prepared foods; cater events; offer classes; and even operate a café. Members of CSAs and CSKs generally pay a fee to receive weekly pick-ups, and can receive credits and discounts by contributing work. 4. SUPPORT URBAN FORAGING Another emerging trend in urban sustainable food systems is urban foraging. In this model, city residents look around at the plants that make up the “green space” throughout the community, identify edible plants (usually fruit-bearing trees), and harvest their fruit as a local, healthy food source. Websites such as neighborhoodfruit.com and veggietrader.com are designed specifically to help connect community members to sources of fruit and vegetables in their neighborhoods, either through databases of trees on public lands, or coordinated “swaps” between households with produce to share. The Community Plan Update can contribute to this option by taking fruit into consideration when choosing trees and plants for public landscaping, and providing information on existing trees and plants. Community gardens and farmers’ markets can be focal points that bring the neighborhood together and create a sustainable food system.
  • 125. 2.15-1 2.15   Issue 15: Opportunities to Grow the Tree Canopy Issue Discussion BENEFITS OF TREES Mission Valley enjoys a Mediterranean climate, with relatively mild weather year-round. As a result, it is an area where a variety of trees can flourish. Trees are great assets in an urban environment. Trees provide shade, comfort, and skin protection to pedestrians, and can help to shade and cool adjacent homes and businesses, reducing the “urban heat island effect.” They create a safer walking environment by creating a buffer between the road and sidewalk. Tree selection can support neighborhood identity and create a sense of place. Trees soften a dense urban environment and bring nature into the city. Trees help manage urban runoff both by delaying transmission of water to the ground and helping with absorption, and improve water quality. THE EXISTING TREE CANOPY Mission Valley had an estimated 2,076 street trees1 along its 99 miles of streets as of 2002. The community’s streets have a diverse range of species: California sycamore, eucalyptus, sweet gum, pine, Brisbane box, carrot wood, poplar, jacaranda, and Mexican fan palm. The City’s Draft Urban Forest Management Plan estimates that if one tree were planted every 50 feet on both sides of existing public streets in Mission Valley (200 trees per mile of street), the community would have a capacity of 19,800 street trees. The Community Plan Update should help to guide Mission Valley in reaching this potential. The Plan Update can identify tree species along certain corridors to create neighborhood themes, help with wayfinding, and contribute to Mission Valley’s identity. 1 This figure does not include trees in park, residential, or commercial properties. In addition, this figure likely underestimates the number of street trees in Mission Valley, as it is only updated when a tree care management companies (contractors to the city performs tree maintenance, enters information into their database, and provides that data to the city.
  • 126. 2.15-2 Options 1. INCREASE THE OVERALL TREE CANOPY The Community Plan Update should include in its policies an aim to maximize the tree canopy and reach full street tree capacity in Mission Valley. Street tree spacing should create a continuous canopy and a buffer between the street and the sidewalk. 2. INCLUDE A COMMUNITY STREET TREE MASTER PLAN IN THE COMMUNITY PLAN UPDATE Many of San Diego’s communities have their own Master Street Tree Plans. These plans identify tree species proposed for priority streets so that trees can become a defining characteristic of individual streets and neighborhoods, reinforce street hierarchy within the community, and be a wayfinding tool. Community Plan analysis and policies can lay the groundwork for a Master Street Tree Plan. Encanto’s recently completed community plan includes a comprehensive street tree plan, part of which is shown above.
  • 127. Issues and Options Report 2.15-3 3. SELECT AN APPROPRIATE AND USEFUL TREE PALETTE Only appropriate and useful trees should be selected to contribute to Mission Valley’s urban canopy. Trees should be selected with the following attributes in mind. •   Consistent with City guide. Select trees that are consistent with San Diego’s Street Tree Selection Guide, lists recommended trees by size of available planting area. •   Provide shade. As much as possible, shade trees should be selected in order to provide shade and sun protection to community members, assist with natural cooling of adjacent buildings, and reduce the impacts of the urban heat island effect. To that end, palm trees should be avoided where shade, rather than decorative function, is desired. •   Native species. Particularly where streets cross the San Diego River, native riparian species, such as the California sycamore or Coast live oaks, should be used. The use of such species highlight the waterway and the significance of the corridor, as well as contribute to a sense of place. Selection of native species is also appropriate elsewhere in Mission Valley, to contribute to the area’s identity and create an urban forest that requires less water and is more resistant to pests and diseases. •   Drought-tolerant. Species should be selected according to their water needs. It is preferable to select trees that do not require watering in the winter months after they are established. •   Site appropriate. Trees should be selected that are consisted with existing and future land uses. For instance, street trees should not have aggressive roots, which will damage sidewalks and utilities. Trees should be sited in locations that will not interfere with existing street lighting or obstruct visibility of businesses and their signage. Only trees that will not require unnecessary pruning of their natural shape should be chosen. Trees should be chosen with consideration of their maintenance needs, production of litter, ease of establishment, and quality of the habitat they provide to local wildlife. And, different trees are appropriate for different locations. Consideration should be given to the available planting areas or widths, for instance. Trees in key commercial areas should be chosen, in part, for their beauty and visual and/or seasonal interest. •   Diversity. A diverse series of species should be chosen as street trees for Mission Valley. This makes the urban forest less susceptible to being seriously impacted by one disease or pest. This does not mean that multiple species should be planted on each street or block. Rather, given the vast potential for additional street trees, there is room for a variety of species to be planted in the community.
  • 128. 2.15-4 Trees that do not provide shade, such as the Italian cypress and palms pictured on the left, are inappropriate in locations where providing shade is desirable, such as along sidewalks. A row of trees of the same species, such as the eucalyptus trees shown on the right, can contribute to a sense of place and help with wayfinding. Medians (left) provide opportunities for new tree plantings. Wide sidewalks provide opportunities to plant an allée of trees (right)
  • 129. Issues and Options Report 2.15-5 4. LOOK FOR OPPORTUNITIES TO PLANT TREES Part of growing the tree canopy should include finding new opportunities to plant trees in Mission Valley. •   Landscaped Medians. Trees should be planted in existing or new medians that are four feet wide or more. •   Wide sidewalks. Sidewalk widening can both create a more comfortable pedestrian environment and create additional opportunities for greening and public space. A double row of street trees should be planted where sidewalks and setbacks, together, exceed a total of fifteen feet. Opportunities to plant trees in curb extensions should also be reviewed. •   Green streets. Upgrading streets that provide connections to recreation and open spaces within Mission Valley can direct community members to recreational opportunities and provide additional places to grow the urban canopy. •   Missing trees. Empty tree basins should be planted with trees. 5. REQUIRE NEW DEVELOPMENT TO RETAIN EXISTING, MATURE TREES AND PLANT NEW TREES New development in Mission Valley should be required to retain healthy, existing landmark trees and trees that are sufficiently mature. Development projects should be required to plant new trees through the development permit process. In addition, new development should not interfere with existing trees in the right-of-way. In particular, awnings, canopies, balconies, and signs should not conflict with trees or landscaping or compromise tree health. 6. MAINTENANCE OF EXISTING TREES AND NEW PLANTINGS Part of growing a verdant, expansive tree canopy is caring for existing and new plantings. Trees require maintenance in order to stay healthy and not become a hazard to people and property. It is recommended to conduct a regular tree maintenance and pruning program, as it is more cost effective than responding to work orders as needed. It is also recommended that regular pruning occur every five years. It is important to track maintenance history and prune in blocks, which will also increase efficiencies and decrease costs. All of this requires a regular funding source. There are various funding streams to look into for increasing the funding for trees. For instance San Diego Maintenance Assessment District Ordinance provides for the use of Maintenance Assessment Districts (MADs), which are used in many parts of the city to manage trees. San Francisco is considering the implementation of a parcel tax to fund tree maintenance. Other options include business improvement districts, public/private partnerships, and permit fees.
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  • 142. DYET T & BHATIA Urban and Regional Planners 755 Sansome Street, Suite 400 San Francisco, California 94111 415 956 4300 415 956 7315