HomeMy WebLinkAboutResolutions - No. 2008-181RESOLUTION NO. 2008-181
A RESOLUTION OF THE LODI CITY
COUNCIL ADOPTING TRANSIT ORIENTED
DEVELOPMENT DESIGN GUIDELINES
WHEREAS, the Planning Commission of the City of Lodi held a duly noticed
meeting to discuss this matter on August 13; and
WHEREAS, the Planning Commission voted unanimously that the proposed
Transit Oriented Development Design Guidelines will be a valuable planning tool for the
City of Lodi and is recommended to be adopted and implemented by the City Council;
and
WHEREAS, the project proponent is the City of Lodi Community Development
and Public Works Departments; and
WHEREAS, the proponent has held a series of public workshops to obtain input
and ideas from residents of Lodi; and
WHEREAS, the workshops were well attended by property owners, business
owners, and residents, and other stakeholders have provided valuable ideas on how to
encourage developments within'/4 mile of the Multi -Modal Transit Station and downtown
Lodi; and
WHEREAS, based on the ideas gathered at these workshops, the City has
developed a written set of guidelines and recommendations that can be used by the
Public Works and Community Development Departments; and
WHEREAS, the plan's goals included identifying governmental and economic
constraints, complimenting the character of Downtown, creating and studying four
template sites, providing economic analysis for the sites, incorporating public comment
and recommendations, and orienting the guidelines to leverage Proposition 1 C Infill
Incentive and Measure K Smart Growth funds; and
WHEREAS, the Community Development Department recommends the City of
Lodi adopt and implementthe plan; and
WHEREAS, all legal prerequisites to the adoption of this Resolution have
occurred; and
WHEREAS, the proposed plan as presented makes recommendations to
amending the current regulatory structure and is consistent with all zoning and general
plan standards; and
WHEREAS, any future proposed modification to the General Plan or Zoning
Ordinance as a result of this plan will need to undergo independent review to ensure
consistency with the General Plan and Zoning Ordinance.
NOW, THEREFORE, BE IT DETERMINEDAND RESOLVED by the City Council
that the proposed Transit Oriented Development Design Guidelines will be a valuable
planning tool for the City of Lodi and is hereby adopted, as shown on ExhibitA attached
hereto.
Dated: September 3, 2008
hereby certify that Resolution No. 2008-181 was passed and adopted by the
City Council of the City of Lodi in a regular meeting held September 3, 2008, by the
following vote:
AYES: COUNCIL MEMBERS— Hansen, Hitchcock, Johnson, Katzakian,
and Mayor Mounce
NOES: COUNCIL MEMBERS — None
ABSENT: COUNCIL MEMBERS — None
ABSTAIN: COUNCIL MEMBERS— None
RANDI JOHL
City Clerk
g1P1-15&.4
A Tool to Stimulate Downtown Development
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A VISION FOR LODI TOD
Downtown Lodi Transit -Oriented Development Design Guidelines:
A Tool to Stimulate Downtown Development
CITY OF LODI I DRAFT
PREPARED BY
In Association with
Economic & Planning Systems, Inc.
acknowledgements
City of Lodi
Peter Pirnejad, Community Development
Rick Caguiat, Community Development
Wally Sandelin, Public Works
Tiffani Fink, Public Works
Rebecca Areida, Public Works
Community Workshop
Eileen St. Yves, Lodi Improvement Committee
Bob Takeuchi, Lodi Improvement Committee
Linda Martin, Downtown Lodi Business Partnership
Chuck Easterling, Steering Committee/Business Owner
Pat Patrick, Lodi Chamber of Commerce
Mary and Joseph Mann, Sierra Adventure Outfitters
Curt Daniger, Daniger Furniture
Sheila Zwiefel, Hertz Realty Inc.
Mary Wallace, Frames & Fine Things
Lynn M. Smith, World of Wonders Science Museum
Tillie Easterling, Business Owner
Tom Sisneros, Brodie Jaynes Photography
Keith Land, F & M Bank
Roger Stafford, SPARC Committee
Matt Dobbins, Mokelumne Land and Development Co.
Ross Farrow, Lodi News Sentinel
William Maxwell, Steering Committee/Property Owner
Dale N. Gillespie, Steering Committee/Developer
Mike Swearingen, Steering Committee/SJCOG
Tracy Williams, Steering Committee/LOEL Center
Michael Scanlan
Virginia Snyder
Jack Grunsley
Joe Petersen
Lana Carouba
Steering Committee
Doug Kuehne, Planning Commissioner
Jamie Watts, Downtown Lodi Business Partnership
Staci Bennet, Downtown Lodi Business Partnership
Chuck Easterling, Downtown Business/Property Owner
Brian Schmidt, San Joaquin Regional Rail Commission
Mike Swearingen, San Joaquin Council of Governments
Tracy Williams, LOEL Center
Dale Gillespie, Developer/Chamber of Commerce
Jon Ibarra, Disabled Citizen Representative
Roger Kahn, Realtor/Pakistani Representative
Phil Pennino, Former City Council Member/Consultant
William Maxwell, Property Owner in Project Area
MIG, Inc.
Chris Beynon, Principal -in -Charge
Anchi Mei, Project Manager/Urban Designer
Julia Abbassi, Design Associate
Economic & Planning Systems, Inc.
Darin Smith, Principal
DOWNTOWN LODI TRANSIT -ORIENTED DEVELOPMENT DESIGN GUIDELINES
table of contents
Preamble i
1 introduction 3
Planning Area Context .................................... 4
Planning Context ........................................... 6
Project Process .............................................. 7
Document Overview ...................................... 8
2 existing conditions 11
Assets.............................................................12
Issues and Opportunities...............................21
3 strategy for lodi TOD 31
Vision.............................................................. 32
Design Principles .......................................... 33
Strategy Diagram .......................................... 34
Land Use Recommendations ........................ 36
Design Guidelines ......................................... 38
Development Opportunity Projects ............ 50
Supporting Strategies ................................... 66
4 implementation 69
Priority Action Steps ...................................... 70
Funding Strategies ........................................ 71
Preamble
The Downtown Lodi Transit -Oriented Development Design Guidelines
(the "Plan") is the result of a year-long planning collaboration between
residents, developers, merchants, community members, and the City of
Lodi. Developed through an open and comprehensive community plan-
ning process, the Plan illustrates various design recommendations for
new development and public improvements around the Lodi Multi -Modal
Transit Station. These initiatives set the foundation for creating signifi-
cant transit -oriented development (TOD) in Lodi in the coming years.
TOD is defined as compact, higher -density mixed-use development in a
highly pedestrian -oriented environment that encourages people to walk,
ride transit, and bike, in addition to driving cars. Many cities around the
country are embracing TOD as a positive model for urban growth as gas
prices rise, climate change issues become pressing and people seek alter-
native living options located closer to a strong hub of social and commer-
cial activities. With a regional rail stop and the entire City's bus services
departing from the Multi -Modal Transit Station, Downtown Lodi is in an
excellent position to leverage transit and maximize TOD opportunities in
conjunction with an already charming city center.
Context -sensitive approaches that respond to local conditions and resi-
dents' choices are critical to good urban planning. This Plan reflects the
contributions of community members, developers, landowners and other
stakeholders who worked with the City's Planning Department and the
consultant team to share their knowledge and desires for Lodi. From this
basis, a Vision for TOD in Lodi (opposite page) was developed to guide
the Plan and its elements. In addition, conceptual designs and recom-
mendations were crafted to respond to the assets, issues and opportuni-
ties particular to Lodi, as well as to reflect the Vision.
Downtown Lodi Transit -Oriented Development Design Guidelines
A VISION FOR TOD IN LODI
Downtown Lodi is a bridge to the City's past as well as its future. The
brick and marble historic building facades remind residents of their
unique heritage, while new mixed-use housing and commercial devel-
opments near the Multi -Modal Transit Station reflect the City's thriving
Downtown.
Commuters working in Stockton and Sacramento step off the train and
easily walk home. Residents throughout the City hop on a number of
buses that conveniently take them to a myriad of shops, restaurants
and offices located Downtown. Visitors of the local wine tour come
back to their charming hotel and continue the fun with a night out in
Downtown Lodi and its various entertainment venues.
There is a variety of people of all ages walking on the lush, tree -lined
sidewalks, meeting each other in the artful plazas and relaxing in
peaceful parks. With its beautifully restored buildings and exciting,
new projects, Downtown is a place where quality development gets
done easily. This healthy mix of uses and activities — catalyzed by the
Multi -Modal Transit Station — makes Downtown an economically -sus-
tainable and healthy place, and a source of community pride.
This Plan is a visionary framework that suggests how the area might
grow over the long term. It is a living document that will change and
evolve as the City considers future market conditions and fosters further
community dialogue and collaboration. As the Plan is meant to guide
both public and private efforts, the following two overarching intentions
clarify the purpose of this document.
Assist the City in Acquiring TOD Funding
This Plan provides a vision for public improvements and private devel-
opments that need financial resources in order to implement them. By
creating a design framework for the project area, the City will be able to
better leverage existing resources and as well as seek additional funds
to: 1) create the best public environment near the Multi -Modal Transit
Station and, 2) help facilitate the development of new, high-quality proj-
ects.
Inspire and Support New Development, Not Inhibit
With regard to all the recommendations in the Plan, changes in existing
land uses will be pursued with full communication and cooperation with
willing property owners. The development guidelines described in Chap-
ter Three are meant to guide and provide recommendations for, rather
than dictate, the design of new developments. This Plan is intended to
be a tool to assist developers, not a burden.
iii Downtown Lodi Transit -Oriented Development Design Guidelines
—366 - 2728F—
Ito
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NTR0DUCTION
in this chapter:
Project Area Context
IN THE FALL OF 2007, residents, developers, merchants, community members,
Planning Context
and planners worked together in a community planning process to create design
Project Process
guidelines for transit -oriented development (TOD) around the Lodi Multi -Modal
Document Overview
Transit Station. The goal of this project was to provide design direction for building
and streetscape improvements along Sacramento Street adjacent to the Multi -Modal
Transit Station, as well as to enhance uses in the Downtown district to make it more
transit- and pedestrian -friendly. TOD focuses on the intersection of transportation
and land use, a crucial connection in the transformation of existing areas into sustain-
able communities. TOD addresses environmental concerns by promoting alternate
transportation modes, concentrating development in urbanized areas, discouraging
greenfield development, and supporting healthy communities.
The broad Downtown vision and specific design direction outlined in this document
establish a framework for guiding new and infill development, as well as public im-
provements, such as streets and open spaces. This approach will result in a Downtown
environment that is attractive and vibrant and leverages transit for development and
economic benefit.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 3
chapter one
PROJECT AREA CONTEXT
Located in the San Joaquin Valley be-
tween Stockton (six miles to the south),
and Sacramento (35 miles to the north),
Lodi is adjacent to U.S. Highway 99
and within five miles of Interstate 5 (see
Figure 1.1). Lodi is characterized by an
arid climate with dry, hot summers and
temperate, wet winters.
The Southern Pacific Railroad and the
Amtrak San Joaquin routes run along
tracks through the center of the proj-
ect area. All of the City's bus lines as
well as regional buses run through the
neighborhood and connect at the Lodi
Multi -Modal Transit Station. In the future,
commuter rail to Sacramento and Stock- the'/4-mile radius extending from the
ton may be extended, further connecting
Lodi with significant regional employ-
ment centers.
Lodi has over 65,000 residents (according
to the 2005 census) and is contained in
an area of 12 square miles.
Downtown Lodi is located in the north-
eastern corner of Lodi near Highway
99 and Interstate 5. Figure 1.2 shows
the project area and the'/4-mile radius
around the Multi -Modal Transit Station.
It has been shown that people living with-
in the'/4-mile radius of a transit station
are more likely to take transit. Therefore,
Multi -Modal Transit Station and parking
structure is a crucial component of exam-
ining and planning for TOD. The project
area is more focused to extract significant
scenarios and recommendations that are
able to be implemented and that can
serve as a template to be used through-
out the Downtown. It extends from
School Street on the west to Main Street
on the east, and Lockeford Street on the
north to Lodi Ave on the south. Various
residential neighborhoods adjacent to
the project area form an integral part to
the area's overall identity and character.
County Boundary Freeways and Roads
_ _ 0 220 aao n.,
Lodi Railroad
_� Other Cities Water Body
Figure 1.1 Regional Context
4 1 Downtown Lodi Transit -Oriented Development Design Guidelines
introduction
moi.-•
Parcels I--� Project Area Boundary i Building Footprint
Multi -Modal Transit Station and ���
Project Area Parcels Associated Parking Structure I..,1/4 -Mile Radius
Parks
Figure 1.2 Project Area
N
0 220 440 FEET
Downtown Lodi Transit -Oriented Development Design Guidelines 1 5
chapter one
East Lodi Avenue Design Guidelines
Eastside Mobility and Access Plan
PLANNING CONTEXT
The Lodi TOD Design Guidelines builds
on other planning efforts in Lodi to im-
prove mobility, offer alternatives to driv-
ing and improve the pedestrian realm for
residents. The East Lodi Avenue Design
Guidelines and Eastside Mobility and Ac-
cess Plan projects are two recent efforts
that have achieved such goals.
This project also responds to commu-
nity desires for making Downtown Lodi
a more livable place through increased
housing options and improved connec-
tions to adjacent neighborhoods.
In addition, the project supports the fol-
lowing City goals relating to planning for
TOD:
• Identify governmental and economic
constraints, and possible solutions;
• Compliment the character of
Downtown;
• Create and study four template sites;
• Provide economic analysis for the
sites;
Mixed-use building with lofts and condominiums above ground floor retail
6 1 Downtown Lodi Transit -Oriented Development Design Guidelines
• Incorporate public comment and
recommendations; and
• Orient guidelines to leverage
Proposition 1C Infill Incentive and
Measure K Smart Growth funds.
On a broader level, the Lodi TOD Design
Guidelines are part of a larger national
movement of progressive urban planning
practice oriented towards compact urban
design solutions that are healthier for
people and the environment.
This plan anticipates a current shift in
population demographics that fuels sup-
port for transit -oriented development.
Young single adults, childless couples,
"empty nesters" wanting smaller homes,
and immigrants who are used to tak-
ing transit are emerging as new markets
for transit -based housing. Additionally,
people are also making the choice to live
near transit to reduce their commutes to
work, home, and shopping.
Transit -oriented development also has
lower public infrastructure costs than
dispersed suburban development, by re-
ducing the amount of roads and concen-
trating facilities such as parking, schools,
sewer and water lines, and fire stations.
Taking all these factors into consider-
ation, the Lodi TOD Design Guidelines
reflect Lodi's forethought and commit-
ment to meet the social, environmental
and economic challenges of our future
with creative, thoughtful action now.
PROJECT PROCESS
The City of Lodi Planning Department ini-
tiated the project in the summer of 2006.
The Department hired urban planning
and design consultants MIG, along with
financial consultants Economic & Plan-
ning Systems, to lead a community vision-
ing process and create design guidelines
for the project area. The planning pro-
cess involved a year of dedication by City
staff, consultants and community mem-
bers. Throughout the process, the plan-
ning team frequently met with a Steering
Committee of local developers, residents,
business owners and community leaders,
as well as regional representatives from
the San Joaquin Council of Governments
and the Regional Rail Commission to give
critical direction and feedback on the
design guidelines.
PHASE I: Inventory & Analysis of
Existing Conditions
The project team held a public workshop
on November 12, 2007 at which approxi-
mately 30 community members convened
to focus on an existing conditions analysis
of and provide feedback and direction
for their vision of Downtown Lodi in the
future. Community members' percep-
tions aligned with the initial analysis,
and participants contributed additional
thoughts on the project area's assets,
issues and opportunties. Large and small
group discussions were conducted to
hear ideas on community preferences
for future transit -oriented improvements.
The results of the community dialogue
and comments created the foundation
for a robust, multi -faceted vision and
community design principles, as further
elaborated in Chapter Three.
PHASE II: Vision, Assets, Opportunities & Challenges
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Community members shared their visions for
Downtown Lodi at the community workshop in
November of 2007
Community members drew on maps and
engaged with City staff and consultants at the
community workshop
PHASE III: Plan Elements & Design Standards PHASE IV: Design Guideline Documentation ,
& Adoption
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Figure 1.3 Process Graphic
Downtown Lodi Transit -Oriented Development Design Guidelines 1 7
chapter one
DOCUMENT OVERVIEW
The remainder of the Lodi TOD Design
Guidelines consists of the following
chapters:
Chapter Two: Existing Conditions
Synthesizes existing physical, infrastruc-
ture and economic conditions, reviews
the area's local, regional and historical
context, and identifies the key assets,
challenges and opportunities faced in the
area's revitalization process. An econom-
ic overview of transit -oriented develop-
ment and the feasibility of TOD in Lodi is
also included in this section.
Chapter Three: Strategy for Lodi TOD
Chapter Three presents the vision,
design principles and recommendations
for shaping a TOD supportive environ-
ment. This chapter includes the Vision
Statement, Design Principles, Land Use
Recommendations, Downtown Lodi TOD
Strategy Diagram, streetscape and new
8 1 Downtown Lodi Transit -Oriented Development Design Guidelines
development design guidelines. Four
Development Opportunity Projects that
epitomize the design guidelines and
represent projects that could be proto-
types to be used throughout Downtown
are also presented. Supporting Strategies
are also included, focusing on Transpor-
tation Recommendations, Infrastructure
Recommendations and Accessibility and
Security Strategies.
Chapter Four: Implementation
The implementation chapter outlines
strategies to best move the project for-
ward. Recommendations include a list of
high priority public improvements, a new
development guidelines checklist and
funding mechnisms for financing social
and public uses in new development. Pri-
ority action steps and financing strategies
are also covered.
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EXISTING
CONDITIONS
in this chapter:
Assets
THIS CHAPTER REVIEWS ASSETS OF DOWNTOWN LODI as they affect the project
Issues and Opportunities
area, and highlights particular constraints and opportunities that can be addressed to
support transit -oriented development. An overview of the economics of transit -orient-
ed development in general and in specific relation to Downtown Lodi is also included
in this chapter.
The project area, which covers a block to the east and west of the rail tracks and Ya -
mile to the north and south of the Multi -Modal Transit Station, has many strengths, as
well as a number of challenges to be addressed and improved upon. Planning efforts
must recognize the project area's close link to Downtown Lodi given its location at the
eastern edge of the Downtown. Recommendations and strategies should build upon
existing assets, work to counter challenges, and maximize opportunities.
Downtown Lodi Transit -Oriented Development Design Guidelines X11
chapter two
ASSETS
Downtown Lodi and the surrounding area
offer a number of strong and unique as-
sets. Leveraging these positive attributes
will support a vibrant and successful
Downtown and new transit -oriented
development.
Legend
Project Area Boundary Local Streets
- open Space Alleys
Arterials i Building Footp
Circulation
Downtown Lodi is laid out on a nearly
north -south grid that provides significant
vehicular and pedestrian connectivity.
The grid is reinforced by a strong alley
network, a resource that allows for inter-
nal block circulation, loading and service
area access and parking reserves.
Local and collector streets run through
the Downtown and project area. As such,
the larger traffic volumes that can be
deleterious to the pedestrian environ-
ment are relegated to the arterials that
run outside of the Downtown and project
area (see Figure 2.1).
The Downtown is also a multi -modal
transit hub for buses and trains. The
Multi -Modal Transit Station at Pine and
Sacramento streets serves as a conver-
Collectors I 1 11 111
Figure 2.1 Circulation System
12 1 Downtown Lodi Transit -Oriented Development Design Guidelines
gence point for four types of services, in-
cluding local -serving lines, express routes
to Stockton and Sacramento, and links to
other transit, such as San Joaquin KDT in
Stockton, and SCT/Link in Sacramento.
The Amtrak San Joaquin line stops at the
transit station, connecting with Sacramen-
to to the north and the greater Central
Valley to the south (see Figure 2.2).
Figure 2.2 Transit System
Further, Lodi has the potential to capital-
ize on its location. A significant Down-
town residential population in close prox-
imity to the transit station could utilize
the transit options that connect with the
larger employment regions in Sacra-
mento and Stockton. A commuter rail
connection to Sacramento would greatly
support the vitality of Downtown.
I1 4 1
existing conditions
Buses at the transit center
A commuter rail line, similar to the Capital Cor-
ridor above, would benefit Downtown Lodi
Legend
Project Area Boundary
Bus Route
-
Open Space
Express Bus Route
♦
Bus Stop
SCT/LINK Highway 99
♦
SMART Bus Stop
SMART Bus Route
♦
Amtrak Stop
Amtrak
i Building Footprint
Downtown Lodi Transit -Oriented Development Design Guidelines 113
chapter two
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- Transit Station
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Figure 2.4 Building Figure Ground
Robust Downtown
Lodi's Downtown is well-established area in black. The fine-grained building
and full of character. The Downtown is pattern and strong building edge along
organized primarily along School Street School Street and many of the cross -
between Locust Street to the north and streets, such as Pine and Elm streets, can
Lodi Avenue to the south. It has many be seen. The break -down in the building
small-scale retail offerings and a recently edge and the larger footprint build -
constructed streetscape design. The ings that characterize the blocks east of
buildings and storefronts are fine-grained Sacramento Street can also be seen in
with a variety of small-scale ground the figure.
floor uses. The variety of buildings and
uses adds interest and character to the
Downtown, and serves as a destination
for residents of Lodi and tourists.
The building figure ground map for the
project area (see Figure 2.4) displays the
footprints of all buildings in the project
Building entries can serve as a rough
measure of activation as entrances to
residential and commercial uses off of
sidewalks provide opportunities for inter-
action and spill-over between the public
and private realms. They also provide
architectural breaks in long facades and a
Restaurant at Elm and School streets
141 Downtown Lodi Transit -Oriented Development Design Guidelines
more interesting edge to the pedestrian destrian environment along that stretch
environment. Predictably, in Downtown of Sacramento Street. Several of these
Lodi, the greatest number of building en- buildings have historic design elements,
trances is along School and Pine streets.
Sacramento Street between Elm and Pine
streets has many building entrances (see
Figure 2.3). and as such, they constitute
the "bones" to create an activated pe -
however many are currently vacant or
underutilized. These buildings need
renovation and new uses, rather than
demolition.
uLLJ �
existing conditions
Shops along School Street
Retail and offices along Pine Street
Legend
Proied Area Booed.,
-
Open Space
Building Footprint
-
Active Pedestrian Boilding Entries
-
Vacant B.ilding Entries
Downtown Lodi Transit -Oriented Development Design Guidelines 115
chapter two
Buildings to property line
Streetscape improvements along School Street
Character and Identity
Downtown Lodi has a strong and identifi-
transparency with large windows, sup -
able character supported by the scale of porting visual connections between the
development, the pedestrian environ-
ment, building uses and architectural
heritage.
Most buildings are two to three stories,
providing a low-rise and human -scaled
pattern of development. The buildings
also are consistently built to the property
line, which results in a strong edge to the
pedestrian environment. This supports a
sense of street enclosure that is beneficial
to a robust public realm. As mentioned
above, the buildings are fine-grained
and have multiple building entries. The
storefronts have a significant amount of
public and private realms.
Streetscape improvements have been
made along a number of Downtown
streets with new paving treatments,
bulbouts, street trees, pedestrian -scaled
streetlights and amenities such as
benches, signage, kiosks and trash cans.
The designs for School Street and Elm
Street are particularly distinctive. School
Street's design includes special paving for
the entire roadway, distinctive yellow col-
ored concrete for the wide sidewalks and
mature trees in tree wells between park-
ing spaces. Elm Street between School
Example of a shared -mode roadway
Elm Street is shared equally by pedestrians, bicyclists and vehicles n Downtown Lodi
16 1 Downtown Lodi Transit -Oriented Development Design Guidelines
and Sacramento streets is a "woonerf," and at School Street and Lodi Avenue
a condition in which the street prioritizes are unique elements that celebrate the
pedestrians and bicyclists over vehicles,
and is often designed with additional
pedestrian amenities such as special pav-
ing, trees and benches. In many cases,
a "woonerf" is a flush roadway, as is the
case with Elm Street, to further equalize
the various transportation modes. The
unique and pedestrian -oriented character
of School and Elm Streets greatly support
an identifiable Downtown environment.
In addition to local landmarks, gateway
elements and murals add distinctive ele-
ments to the Downtown. The gateway
arches at Pine and Sacramento streets
history of the area. The murals through-
out the Downtown have been success-
ful at telling the story of Lodi, as well as
mitigating long walls along streets and
buildings.
Historic Lodi gateway arch over Pine Street
existing conditions
Murals celebrating grape -growing in Lodi
Murals highlighting Lodi's history
Downtown Lodi Transit -Oriented Development Design Guidelines 117
chapter two
Historic Buildings
The historic nature of much of the build-
ing stock as well as the architectural
style, materials and scale of the historic
buildings contribute to the look and feel
of Downtown Lodi. Dominant materials
of the historic buildings include brick,
marble, stone and plaster.
Historic building on Elm Street A row of vacant historic buildings along
Sacramento Street between Pine and
Elm streets provide color, identity and
a unique character. Historic buildings
also can be found along Main Street in
what used to be the Japanese -American
neighborhood in Lodi. The opportunity
exists to redevelop or rehabilitate these
historic facades and buildings to maintain
Brick and stone are common building materials much of the historic character while al-
lowing for new uses.
Other historic buildings along School,
Elm and Pine streets have been adap-
tively reused and converted into salons,
restaurants and have a variety of uses at
the ground floor. This has resulted in vi-
able commercial spaces in buildings that
maintain this historic character and charm
of Lodi.
Vacant, historic buildings along Sacramento Street
18 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Mix of Uses
Downtown Lodi has a wide variety of
uses that attract different types of us-
ers. A diverse set of uses characterizes
the Downtown with business hours that
support activity throughout the day and
destinations that appeal to different
demographics.
For the most part, small-scale retail
and mom-and-pop stores populate the
main stretches of the Downtown. Local
serving uses, such as banks and health
food stores ensure that Downtown Lodi
remains functional for the residents.
Restaurants, cafes and entertainment
uses, such as the new movie theater,
help activate Downtown in the evenings
A
and provide destinations for residents
and visitors. Civic and institutional uses
are also well -represented in Downtown,
including City Hall and the Library.
Lodi is also increasingly becoming a
tourist destination as its reputation as a
wine -producing region grows. A number
of businesses within the Downtown are
capitalizing on the wine industry and the
visitors to the area. Wine-tastings, bou-
tiques and antique stores that cater to
tourists have been established along
School Street.
Outdoor dining
existing conditions
Entertainment uses in the Downtown
Wine tastings in Downtown Lodi
Downtown Lodi Transit -Oriented Development Design Guidelines 119
chapter two
Winery outside Lodi
Signage for the Lodi Wine Trail
Downtown Lodi Business Partnership banners
Special Events
The City of Lodi has been working
diligently on attracting new visitors,
residents and uses. Lodi's profusion of
special events and attractions for visitors
are an opportunity to support better and
more transit options. The Farmer's Mar-
ket is a weekly event from mid-June to
October and is located on School Street.
The market is on Thursday evenings,
which attracts people and activity to the
Downtown on a less popular night. At
the Lodi School Street Wine Stroll, over
25 local wineries set up in participating
businesses along School Street. Visitors
are encouraged to stroll through Down-
town Lodi, do wine tastings and visit the
local businesses.
The Lodi Street Faire is a biannual event
often attended by over 30,000 people
and 700 vendors. It is often the most
profitable days for local merchants and
brings many new visitors to Lodi. The
Lodi Parade of Lights is sponsored by
the Downtown Lodi Business Partner-
ship and is a holiday event with floats,
marching bands and dance troupes. The
event often attracts up to 50,000 people.
Additional events such as Oktoberfest
and Winterfest serve to boost recognition
of the Downtown as a cultural destina-
tion and attract visitors to support local
businesses.
201 Downtown Lodi Transit -Oriented Development Design Guidelines
Active and Invested Stakeholders
A key asset in Lodi is the level of com-
mitment and interest in revitalization of
the Downtown from elected officials,
Downtown merchants and residents. The
Chamber of Commerce and Downtown
Lodi Business Partnership are two active
organizations committed to ongoing sup-
port of local businesses in the commu-
nity. In addition, longtime residents and
property owners are open to new ideas
such as more transit options and residen-
tial, mixed-use and live -work options in
Downtown that can support the vitality of
their city.
Stakeholders also recognize that Lodi
has many opportunities that can be built
upon, such as the Multi -Modal Tran-
sit Station and the charm and unique
identity of Downtown. In addition, Lodi
is able to capitalize on trends such as
the reurbanization of downtowns and
transit -oriented development to support
its successful revitalization.
existing conditions
ISSUES AND OPPORTUNITIES
Downtown Lodi Transit -Oriented Development Design Guidelines 121
Inconsistent Pedestrian Environment
Downtown Lodi and the project area are
While some Downtown streets are pe-
In addition, many buildings along Sac -
also faced with issues and constraints
destrian-friendly, others within the project
ramento Street have long stretches of
that will need to be overcome or mitigat-
area have an inconsistent pedestrian en-
blank walls and boarded -up windows.
ed in order to create a vibrant downtown
vironment (see Figure 2.4). Sacramento
Main Street also lacks basic pedestrian
and transit -oriented development. These
Street is lined with vacant buildings and
amenities such as streetlights, sidewalks
issues are simultaneously opportunities
lots, auto repair shops and parking lots.
and gutters. Chain link fences, vacant
that can be addressed and built upon.
The result is a predominantly undesir-
lots and vacant buildings compromise
able pedestrian environment with a poor
the pedestrian edge along Main Street.
sense of street enclosure, an auto -orient-
ed character and a lack of amenities.
Downtown Lodi Transit -Oriented Development Design Guidelines 121
chapter two
Vacant lot on Sacramento Street
Vacant and Underutilized Land
The project area has a number of gaps in used to bring people and activity to the
the building fabric, which is an issue for
the quality of the pedestrian environment
but also serves as an opportunity for
infill development. Significant lots along
Sacramento, Elm and Main streets are
currently vacant or underutilized. Surface
parking lots, such as the City -owned lot
on Elm Street, could be more efficiently
Downtown (see Figure 2.5).
Property within the project area that is
currently being used for light industry,
such as the seasonal cherry packing ware-
houses, and auto -oriented businesses,
such as auto repair and car sales, are not
taking full advantage of the proximity to
the Multi -Modal Transit Station. A key
�LLLLLI - -U U W
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Project Area Boundary � Underutilized Parcel i � I
- Open Space Vacant ParcelI
--------------
J
Multi -Modal Transit Station Vacant Building Wd[A�e
Building Footprint �� �M Fm
�r
Figure 2.5 Vacant/Underutlized Land And Buildings
22 1 Downtown Lodi Transit -Oriented Development Design Guidelines
tenet of transit -oriented development is character and identity of the area while
to locate the highest intensity uses that
would benefit from access to transit clos-
est to the station. While auto -oriented
uses are a necessary part of a functioning
city, they are not utilizing land within a
'/a -mile of the transit center to its fullest
and can be viewed as opportunity sites
for higher intensity uses.
Many of the buildings along Sacramento
and Main streets are currently vacant and
represent opportunities for adaptive re-
use or facade rehabilitation. In particular,
Joe Hassan's Warehouse and the row
of historic buildings along Sacramento
Street between Elm and Pine streets are
significant opportunities to maintain the
allowing for new development. In addi-
tion, many of the second floors of the his-
toric building throughout the Downtown
are vacant and could be reconfigured as
office or residential units.
Many of these sites are opportunties to
help transform the east side of the proj-
ect area with higher intensity uses. Uses
that support transit should be encour-
aged, such as market -rate housing for
empty -nesters and young professionals,
inclusive housing for seniors and eco-
nomically disadvantaged populations,
neighborhood -serving retail, and live -
work units.
Opportunities for adaptive reuse along Main Street
existing conditions
Used car dealership near transit center
Vacant lot on Main Street
Downtown Lodi Transit -Oriented Development Design Guidelines 123
chapter two
Boarded up building east of the tracks
Image and Perception
Some parts of the project area stand in
contrast with the charm and quaint char-
acter of Downtown Lodi. In particular, the
buildings and streets along Sacramento
and Main Streets needs some extra repair
and maintenance. A number of bars,
mini -marts and auto -related services
located in the north of the project area
contribute to a lack of activity on the
streets and in the buildings. The north
and south ends of the project area have
a more industrial character and appear to
be underutilized from a land use perspec-
tive. In areas that contrast with more
pleasant parts of the project area, there is
generally a lesser number of residences
and a lack of active building uses. This
results in low pedestrian activity and the
perception of a need for greater safety.
Through reinvestment and creative con-
text -sensitive design that builds off of the
existing edgy and industrial character on
the eastside of the project area, the op-
portunity exists to begin to increase resi-
dential units in the project area, generate
more activity on the streets, add more
people in the neighborhood and shape
the public realm into a more walkable,
vibrant and livable place.
An SRO on Main Street
241 Downtown Lodi Transit -Oriented Development Design Guidelines
Need for Community Amenities In the Center of Downtown
While there are many community ameni- community facility that hosts theater
ties adjacent to the project area, there is troupes, dances, community events and
a need for more in the center of Down- is also a senior center. Hale Park is a
town. There are many City services, such full -block park on the east side of the
as City Hall, the Police Department, the
Fire Department and the Library, are
located towards the west of the proj-
ect. (see Figure 2.6). Emerson Park is a
few blocks away from Downtown, and
Hutchins Street Square is a significant
project area, complete with picnic tables,
benches and a tot -lot. In addition to
these amenities, the opportunity exists
to increase open space and community
facilities within the project area.
ft
■ �11� - 1
IJP �
PoliceDe mem[��,,
Fire St
�CIII�� o
. ■li City Hall
�s
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Multi-Moda
1111111 ��
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nsit St
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art & Final
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Figure 2.6 Community Amenities
existing conditions
Bulbout plaza on School Street
Hale Park east of the tracks
Legend
Project Area Boundary
Schools
-
Open Space
Grocery Store
Park
Visual Landmark
Civic/Cultural Amenity
Building Footprint
Downtown Lodi Transit -Oriented Development Design Guidelines 125
chapter two
Legend
Project Area Boundary
IIIIIIIIIIIIII■ Light Industrial
Heavy Industrial
- Public quasi -Public
- Downtown Commercial
- General Commercial
Neighborhood
Community Commercial
Eastside Residential
Current Land Use and Zoning
To encourage change to occur in an area,
the correct institutional and regulatory
frameworks must be in place.
Within the project area land use designa-
tions change at the railroad tracks. To the
west is the Downtown Commercial land
use designation and to the east is primar-
ily Light and Heavy Industrial (see Figure
2.7). The uses on the ground reflect
this bifurcation of the land use designa-
tions, such that the commercial uses are
focused along School Street and a few
of the cross -streets and more industrial
and industrial uses are to the east of the
project area.
The zoning designations which imple-
ment the land use designations further
isolate the project area from the com-
Figure 2.7 General Plan Land Use
261 Downtown Lodi Transit -Oriented Development Design Guidelines
mercial-oriented Downtown by zoning
the parcels on either side of Sacramento
Street as Commercial Light Industrial
(C -M) (see Figure 2.8). The parcels on the
east side of the tracks are Light Industrial
(M-1) and Heavy Industrial (M-2).
Figure 2.8 Zoning
existing conditions
Legend
Project Area Boundary
L —
Neighborhood
11111111111111111 Commercial (C-1)
0 Commercial Light
1111■ General Commercial (C-2)
Industrial (C -M)
— Light lndustrial(M-1)
Publlc(PUB)
— Heavy Industrial (M-2)
Residential Single
Family Eastside (RE -1)
— Residential Commercial
Professional (R -C -P)
Downtown Lodi Transit -Oriented Development Design Guidelines 127
chapter two
Blank walls
Lack of sidewalks, curb and gutter along
Main Street
Connectivity to Adjacent Neighborhoods
While the grid street pattern is an asset The trains that run along the tracks also
for vehicles and pedestrian within Down-
town Lodi, the Downtown itself is discon-
nected from adjacent neighborhoods by
the railroad tracks. The tracks are a visual
and physical divide between the Down-
town and the neighborhoods to the east.
Lots along the east -west oriented streets
that cross the tracks remain undeveloped
since much of the land is in Union Pacific
ownership and also due to regulations
regarding how close development can
be built to the tracks. The result is a
stark pedestrian environment along the
cross -streets and a visual disruption in the
building fabric, contributing to a visual
divide between the east and the west
sides of the tracks.
present a physical barrier as they periodi-
cally block vehicular and pedestrian ac-
cess. Walnut and Oak streets do not con-
nect across the tracks but dead-end on
either side further disrupting the physical
connectivity. However, it should be noted
that Lodi does have far better connectiv-
ity across its railroad tracks than many
other cities where cross streets have been
interrupted for blocks to minimize conflict
points between vehicles, pedestrians and
trains.
Railroad tracks bisect the project area
28 1 Downtown Lodi Transit -Oriented Development Design Guidelines
D01NNTWN
Pine Sr.
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- .. rJ ss ..r-•1rt��'.� .u�Pdd�.� _. �'E�,t�"r,i�s - :�lJ
STRATEGY
FO R
LODI TOD
in this chapter:
Design Principles
Strategy Diagram
Land Use
Recommendations
Design Guidelines
Development Opportunity
Sites
THE STRATEGY FOR TRANSIT -ORIENTED DEVELOPMENT IN LODI begins with the
design principles that resulted from the community workshop and steering commit-
tee meetings. The strategy adds specificity and direction to the vision; as such, it is
composed of the strategy diagram and specific recommendations for development
standards, land use recommendations, design guidelines, and potential designs for
development opportunity sites.
The strategy for transit -oriented development is meant to guide and streamline the
implementation of new infill transit -oriented developments while ensuring a high-
quality product that supports the broader goals of the City.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 31
chapter three
DESIGN PRINCIPLES
On November 13, 2007, approximately 30 community members convened for an interactive community visioning workshop. Partici-
pants identified assets, issues and opportunities in Downtown Lodi, discussed the community vision for the Downtown and transit -
oriented development, and brainstormed preliminary design strategies to achieve the community vision. This vision is presented
on page ii.
The list of design principles below were identified by the community during the planning process. These principles will provide
specific direction for future development and work towards achieving the community's vision. As the plan is developed, the com-
munity goals will also provide a mechanism to evaluate alternatives and trade-offs.
Create a Vibrant Pedestrian
Environment that is
Attractive and Safe
Community members suggest improving
Leverage the Historic
Architecture and Traditiona
Charm
The Lodi community values the historic
Incentivize Development and
Break Through Development
Barriers
Aware of economic realities, community
the safety and pedestrian environment of architecture and old -town appeal of Down- members want the City and its public and
the streets in the project area, particularly town Lodi and suggest that future im- private partners to pursue creative funding
Sacramento, Elm and Pine streets. provements should build on Downtown's
historic character and unique identity.
32 1 Downtown Lodi Transit -Oriented Development Design Guidelines
and marketing strategies for infill develop-
ment and redevelopment Downtown.
strategy for Jodi TOD
Cultivate a Mix of Uses and
Activities Downtown
Community members desire a variety of
housing opportunities and encourage a
diverse mix of land uses and activities to
sustain a vibrant Downtown economy.
Create Great Open Spaces
Residents support the creation of ad-
ditional parks and plaza spaces for
recreation, entertainment and relaxation
Downtown.
Provide Multi -Modal
Connections and Adequate
Parking Access
Lodi residents support transit -oriented
developments Downtown that integrate
into all modes of transportation — auto,
bus, rail, bike and pedestrian — and
encourage new development that will
increase transit activity while also accom-
modating the needs of drivers.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 33
chapter three
STRATEGY DIAGRAM
The strategy diagram is composed of
recommended improvements to both the
public and private realms. The diagram
is the visual blueprint and "roadmap"
for future growth and development in
Downtown Lodi.
Public realm improvements fall into
three categories: streetscape improve-
ments, pedestrian linkages and intersec-
tion improvements.
Streetscape improvements along Sac-
ramento and Main streets have been
identified by community members and
are identified on the strategy diagram.
In addition, streetscape improvements
across the tracks at Pine, Elm and Locust
streets are recommended to better con -
nett Downtown with the neighborhoods
east of the project area.
Better pedestrian linkages across the
tracks and between the neighborhoods
around Downtown are also called out
in the strategy diagram. These include
the residential neighborhoods to the
east and west as well as the commercial
corridor along Lodi Avenue, the neigh-
borhoods south of Lodi Avenue, and the
more industrial area north of Lockford
Street. Intersection improvements are
crucial to a safe and well-connected area.
In particular, the intersections from Lo -
cust to Walnut streets along Sacramento
and Main streets should be improved. In-
tersections of the railroad tracks and the
east -west streets of Locust, Elm and Pine
streets should be given special attention
to support safe pedestrian, bicycle and
vehicular crossings. Improvements to the
intersections with the railroad tracks also
serve to better connect the east and west
sides of the tracks.
34 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Private realm improvements focus on
vacant and underutilized parcels, oppor-
tunities for adaptive reuse and catalytic
opportunity sites.
The vacant and underutilized parcels
have been identified in pink as being the
strongest candidates for infill develop-
ment. They include parking lots, auto -
oriented uses, vacant lots and parcels
with vacant buildings of no historic
significance.
The adaptive reuse opportunities and
the historically significant buildings are
designated in blue and crosshatch. Such
buildings should be targeted for reha-
bilitation, renovation or at the very least
fagade restoration. They are of value to
the community and add character and
identity to the Downtown area.
The four opportunity sites that were cho-
sen for further design study are identified
in yellow. The sites designs, detailed in
the development opportunity section,
show prototypical projects that are rep-
resentative of the types of development
that could occur throughout the Down-
town. Streetscape improvements have
been identified on Sacramento and Main
Street to support new development.
Downtown alleys have also been identi-
fied as an important urban design asset
to be built incorporated and built upon in
new developments.
City Hall
-------------- l
♦♦ i I
41
Project Area BoundaryInfill/Redevelopment
1 Opportunity Site
- Open Space Adaptive Reuse
Opportunity Site
- Building Footprints Historically Significant
Buildings
IIIIIIIIIIIIIIII Public Ownership Development Opportunity
(Local and Federal) Sites
■ Railroad Crossing \ 1/4 -mile Radius
Improvements
Figure 4.1 Strategy Diagram
strategy for lodi TOD
----------
Lckeford Sc.
-- - • _ _
7-1-
r it �I
,00 I ---I
Public Improvements N
�� Pedestrian Linkages
0 220 440 FEET
■ Intersection Improvements
Streescape Improvements
Downtown Lodi Transit -Oriented Development Design Guidelines 1 35
chapter three
LAND USE RECOMMENDATIONS
As a part of the City's General Plan
Update process, changes to the land use
and zoning designations for the project
area should be made.
As noted in Chapter 2, the existing land
use and zoning designations within the
project area do not support the goals
of capitalizing on transit and revitalizing
the Downtown. The parcels within the
project area, the 1/4 -mile radius from the
transit center, should be rezoned to allow
for a range of transit -oriented product
types and uses. In addition, the parcels
within the 1/8 -mile radius from the transit
center should be zoned to require an
even greater level of development inten-
sity to maximize their proximity to transit
option.
This plan recommends commercial
ground floor uses within an 1/8 of a mile
of the Multimodal Transit Station and
Parking Structure. Given market demand
and existing conditions, residential
ground floor uses should be allowed out-
side of an 1/8 of a mile of the Multimodal
Transit Center and Parking Structure.
Zoning standards for the two zoning
designations should maintain the current
height limit of 65 feet for the Downtown.
For the parcels within the 1/8 -mile radius
of the transit center, four stories are
encouraged. For parcels between the
1/8- and 1/4 -mile radii, three stories are
encouraged.
New infill developments should be built
to the building edge of adjacent build-
ings to maintain the character of Down-
town and to create a strong edge to the
public realm.
Residential parking standards should
be lowered to one space per unit or re-
moved to support new development and
respond to the increase in residents using
transit as a result of their proximity to the
transit center. On -street parking spaces
and shared parking facilities should be
explored as ways to reduce the parking
requirements for office and retail uses.
Low to medium -intensity mixed-use
development
Higher -intensity mixed-use development Ground floor retail
Live -work units
Neighborhood grocery store
36 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Mixed-use development with ground floor re-
tail and upper floors of residential is a hallmark
of transit -oriented development and, in Lodi,
■
�•
could help revitalize the Downtown and attract
further transit options. Live -work units that
combine office, light industrial and residential
could also bring jobs and residents to the
Downtown. A small, local -serving grocery
would be a strong asset for attracting new
Downtown residents and reducing their carbon
footprint.
strategy for lodi TOD
I
I
I
EEI
I
LownS,
I
I
OWN
I
EIt
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I
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i I
. I
; eine Sr.
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IM
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� I
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�� L��Igdi Ave.— -----_
♦El
'
• •
411' •
No
WE.-
Proje
— — — High -Intensity TOD
ct Area Boundary Zoning Overlay
Med_ Parks Zoning Overlay
TOD
Zoning Overlay
i • / 1/8 and 1/4 -Mile Radii
Figure 4.2 Proposed TOD Zoning Overlay
Downtown Lodi Transit -Oriented Development Design Guidelines 1 37
chapter three
DESIGN GUIDELINES
The following are design guidelines that
provide further direction for private and
public realm improvements.
They include specific guidelines for build-
ing height and massing, ground floor and
upper floor design features, architectural
style, parking and green design. They
also address overall streetscape design,
and provide guidelines for the alleys,
Sacramento Street and Main Street.
A. Building Height and Placement
New development should increase residential density to achieve higher
levels of transit ridership and a vibrant, active Downtown. Good building
placement is defined by creating continuity between existing and new devel-
opment and creating a flush or nearly flush building edge.
Al. New buildings should be a minimum
of three stories and encouraged to be
four stories within 1/8 -mile of the Multi -
Modal Transit Station.
A2. New buildings should respect the
narrow widths of existing development
in Downtown (about 40 feet wide). New
construction of buildings on lots wider
than 40 feet should utilize architectural
design elements that underscore the fine-
grain character of Downtown through the
following techniques:
• Incorporate vertical and horizontal
architectural elements to mitigate
long unbroken building facades,
• Break up large expanses of wall
surface by varying building planes
and grouping windows.
Al, B3 Minimum height and upper story stepbacks for new buildings
38 1 Downtown Lodi Transit -Oriented Development Design Guidelines
A3. New buildings should have a zero
front setback unless adjacent buildings
have ground floor setbacks. If a front
setback is created, the area should be
designed with active or attractive uses
(outdoor seating, display of goods, plant-
ings).
A4. Allow zero side setbacks between
new development and existing develop-
ment in order to provide a continuous
building edge that improves the pedes-
trian realm.
�JJ
A2, A3, A4 Build -to line and zero side setbacks
B. Upper Floor Design Features
Upper story design features should help create a safer and more interesting
street environment by adding building elements (such as generous windows
and balconies) that enhance the appearance of taller buildings and offer
residents a connection to the public realm.
131. Provide balconies or faux balco-
nies off of upper floor residential units
along streets, alleys and open spaces to
provide "eyes on the street", facade ar-
ticulation along blank walls, and potential
useable space for residents. Discourage
residents from placing unsightly storage
on balconies.
132. Allow residential balconies to pro-
trude four to six feet from the building
edge into the sidewalk realm.
133. Encourage stepbacks on upper
floors to mitigate the height of new build-
ings and allow more sunlight to reach
pedestrians on the sidewalk.
B4. Encourage the adaptive reuse of
upper floors of existing buildings in
Downtown.
B5. Provide upper story side stepbacks
in new development when built adjacent
to historic buildings of lower height to
respect the scale and distinctive architec-
tural features.
Bb. Encourage buildings, especially
individual residential units, to have
access to sun and air and to provide
adequate light and ventilation through
windows, balconies, and/or a courtyard
configuration.
B1 Balconies and building entries along alleys
strategy for Jodi TOD
B4 Successful adaptive reuse of upper floors
Upper Floor
Side Setbacl
Existing ,
Historic Buildings New
Development
B5 Side stepbacks on upper floors in new
buildings adjacent to historic buildings of
lower height
Downtown Lodi Transit -Oriented Development Design Guidelines 1 39
chapter three
C1 Distinctive articulation and colors
C4, C5 A high level of tranparency along
the ground floor with awnings to shade the
windows
C. Ground Floor Design Features
Ground floor design should contribute to an attractive pedestrian experience
through transparent and engaging building design details that reflect the
historic character of the area's ground floor design features.
C1. Encourage distinction in new build-
ings by varying roof heights, stepbacks,
building articulation, landscaping treat-
ment, etc to provide a richer pedestrian
experience.
C2. Orient buildings such that the pri-
mary active facades and key pedestrian
entrances of the buildings face the street.
C3. Encourage corner buildings to ac-
tively face onto both streets with pedes-
trian -friendly entries. Encourage creative
corner treatments such as rounded or cut
corners, corner roof features and distinc-
tive shop windows.
C4. Ensure that the ground floor is as
transparent as possible to connect the
pedestrians and the building users and
uses.
C5. Require all ground floor commercial
uses to have non -reflective glass windows
fronting onto sidewalks. When windows
face southwest and west, frame them
with protruding vertical and horizontal
shading elements such as lintels, sills and
awnings to provide adequate protection
from glare.
C1, C2, C3 Distinctive building articulation and primary active facades along streets
40 1 Downtown Lodi Transit -Oriented Development Design Guidelines
C6. Allow privacy for ground floor
residential and office uses by elevating
the first floor two feet above grade and
allowing windows to be two to three feet
above floor level.
C7. Encourage the use of awnings on
buildings to provide shade and comfort
to pedestrians.
Where possible, make awning height
match awning heights of adjacent
buildings.
C8. Where possible, locate pedestrian -
oriented entries to upper floor residential
units along the street -fronting facade to
encourage interaction and activation on
the ground floor.
C9. Prohibit blank walls along sidewalks
C10. Mitigate blank walls with murals,
faux fagade elements or other elements
that provide interest to the pedestrian
experience.
strategy for Jodi TOD
C8 Pedestrian -oriented entries along street -
fronting facade
C9, C10 Prohibit blank walls and mitigate with
murals
C6 Elevated 1st floor provides privacy for users
C7 Match awning heights of adjacent buildings
Downtown Lodi Transit -Oriented Development Design Guidelines 1 41
chapter three
D2, D7 Brick and marble facade on a historic
building should be rehabilitated.
D. Architectural Style and Context -Sensitive Design
Downtown Lodi has a strong sense of character and a traditional small town
quality that the local community embraces as an asset. New developments
and building retrofits should respect this existing character and design in an
architectural context that complements adjacent structures of significance.
D1. New buildings should be consistent
with adjacent building facades. Front
setbacks should only be allowed for out-
door dining and entrances. It is important
to maintain a strong building edge in
Downtown.
D2. Encourage the use of materials that
are already prevalent in Downtown, such
as brick, stone and marble. However,
new building materials and details that
complement the overall traditional char-
acter of Downtown are encouraged.
D4. Provide continuity between exist-
ing and new development by approxi-
mately matching floor heights, continuing
patterns of windows and entries, and
incorporating similar building elements,
such as awnings.
D5. Utilize building elements such as
cornices, lintels, sills, balconies, aw-
nings and porches to enhance building
facades. Strengthen visual linkages to
adjacent building facades by extending
existing corner or floor lines, repeating
proportions of windows or roof features.
D6. Reflect the fine-grained building
fabric of the existing Downtown by utiliz-
ing ground floor elements, such as win-
dows and entries, that visually subdivide
the facade with a more varied pattern.
D7. Prohibit the painting over of marble
and other original building materials.,
and encourage maintaining them as a
part of facade rehabilitation.
D4 Encourage continuity in materials, building articulation and height in the Downtown
42 1 Downtown Lodi Transit -Oriented Development Design Guidelines
D8. Utilize programs and construction
methods to address train vibrations and
noise, such as establishing a quiet zone,
constructing sound walls, and building to
higher construction standards.
Live -Work Units
D9. Orient the flexible space component
of the unit towards the public realm of
streets to optimize business viability.
D10. Design the front fagade to reflect
the simple yet distinctive character of
industrial buildings in the area.
D11. Articulate the front facades with
big double -height windows, awnings,
saw-toothed roofs, etc.
D12. Encourage the use of roll -up doors
along streets to support the interactive
qualities of the live -work units and the
viability of the businesses.
D11, D12 Live -work units with roll -up doors and double -height windows
strategy for lodi TOD
D9 Live -work units in Emeryville
D10 Simple and functional, yet edgy front
facades
Downtown Lodi Transit -Oriented Development Design Guidelines 1 43
chapter three
E1, E3, E4, E5, E6, E7 Ecologically -sensitive
building design and materials
E. Green Design
With increasing energy costs and natural resource demands, ecologically -
sustainable design is an increasingly important responsibility for planning and
design. TOD is a large-scale approach to addressing environmental concerns
that integrates transportation and land use decisions, reduces vehicle trips,
and concentrates development in already urbanized areas. Green building
design is a more site- and building -specific approach to addressing water
and energy conservation. Refer to the US Green Building Council's LEED
Standards for more specific green building strategies.
E1. Encourage the use of building
materials and colors that minimize heat
absorption and maximize heat reflection
to reduce the urban heat island effect.
E2. For buildings with southfacing sides,
explore using vegetation along walls as
it is the most effective way of minimizing
heat gain.
E3. Provide awnings, canopies and
deep-set windows on south -facing win-
dows and entries to minimize heat gain
E4. Explore using exterior shades and
shade screens on east, west and south -
facing windows as alternate methods for
blocking sunlight.
E5. Encourage using horizontal over-
hangs, awnings or shade shelters above
south windows to block summer sun but
allow winter sun. Encourage overhang
width to equal half the window height to
shade the window completely from early
May to mid-August yet allow for winter
sun.
E6. For buildings with exposed east and
west sides, provide vertical shading.
ET Maximize natural cooling by install-
ing high vents or open windows on the
leeward side of the building to let the
hottest air, near the ceiling, escape. In
addition, create low open vents or win-
dows on the windward side that accepts
cooler air to replace the hotter air.
E7 Maximize natural cooling with high and low vents
44 1 Downtown Lodi Transit -Oriented Development Design Guidelines
E8. Encourage the use of solar panels on
the roofs new development.
E9. Encourage roof articulation that
maximizes the effectiveness of catching
the sun with solar panels.
E10. Explore establishing a hierarchy
for stormwater run-off managements,
beginning at the building, then the lot,
open spaces and the roadway. Maximize
run-off management at each of these
levels to minimize run-off into the existing
stormwater system.
E11. Encourage the use of intensive and
extensive green roofs and water collec-
tion devices, such as cisterns and rain
barrels, to capture rainwater from the
building for reuse.
E12. Explore ways to minimize on-site
impermeable surfaces, such as concrete,
asphalt and hardscaping.
E13. Encourage the use of permeable
pavers, porous concrete, porous asphalt,
reinforced grass pavement (turf-crete),
cobblestone block pavement, etc to
detain and infiltrate run-off on-site.
E14. Explore configuring buildings in
such a way as to create internal court-
yards to trap cool air while still encourag-
ing interaction with streets.
E15. Encourage the planting of decidu-
ous trees on the south side of buildings
to shade the south face and roof during
the summer while allowing sunlight to
penetrate buildings in the winter.
E11 A variety of methods for managing stormwater runoff on-site
strategy for Jodi TOD
E11 Green roofs help stabilize building tem-
peratures and reduce stormwater runoff
E13 Permeable pavers absorb runoff and pro-
vide alternate paving materials that can add
identity to a streetscape
Downtown Lodi Transit -Oriented Development Design Guidelines 1 45
chapter three
F6 Swale in parking lots to attenuate run-off
F. Parking
The primary goal of TOD is to reduce auto dependency through offering at-
tractive alternatives to driving. Consequently, transit -oriented developments
are expected to have less auto -related infrastructure. Transit -oriented devel-
opments should have an appropriate amount of parking - not too high so as
to discourage higher density projects yet sufficient enough to accommodate
realistic driving needs. Parking entrances, garages and lots should be visually
minimized and located to the rear of buildings so as to take into consider-
ation a pedestrian -oriented streetscape.
F1. Reduce residential parking require-
ments to one space per residential unit.
F2. Ensure parking is located on the
interior of the block behind new develop-
ment.
F3. Encourage the use of shared parking
facilities to optimize use of parking lots.
F4. Provide access to residential units,
commercial loading areas and parking off
of existing or new alleys.
F5. Explore the possibility for a portion
of the parking requirements of individual
projects to be satisfied by on -street park-
ing.
F6. Explore ways to reduce run-off from
existing and planned parking lots with
options such as permeable paving and
swa les.
F7. Explore utilizing part of the parking
structure to offset parking requirements.
F1 Parking lots located behind new development in the interior of the blocks
46 1 Downtown Lodi Transit -Oriented Development Design Guidelines
G. Streetscape Design
TOD needs a pedestrian- and biking -oriented streetscape to provide an
attractive alternative to driving. People are generally willing to walk % to a
%2 mile to a transit station. A safe and pleasant route will encourage more
people to walk or bike to the station.
Overarching Guidelines
G1. Ensure continuous ADA accessible
five foot wide pathways along all streets.
G2. Provide clearly marked minimum
10 foot wide crosswalks at all controlled
intersections and at intersections of key
streets. Ensure all sidewalks have ramps
for ADA access.
G3. Provide pedestrian -oriented
streetscape amenities, including lighting
seating, trash cans and public art, at key
nodes and bulbouts.
G6. Provide bicycle racks and/or lockers
at the transit center, and explore oppor-
tunities for artistic design of bicycle racks.
G7. Explore using special paving mate-
rial for crosswalks to heighten visibility
and lend identity to the area.
G8. Provide a railroad crossing treat-
ment across the entire right of way that
is flush with the tracks and articulates the
pedestrian zone through the use of mate-
rial and color. Coordinate signage and
traffic lights to make crossing safe and
navigable.
G9. Ensure that sufficient lighting is on
the streets.
Alleys
G10. Ensure alleys are a minimum of 20
feet wide to allow for emergency access
and possible landscaping opportunities.
G11. Minimize alley and service access
driveway curb cuts along streets.
G12. Discourage the loading of com-
mercial space off of existing streets. If
loading from streets is unavoidable,
restrict hours of loading to late evening
and early morning.
G13. Where possible, create new mid -
block alleys to access new development.
G14. Allow setbacks on new develop-
ment along alleys to provide space for
narrow trees and landscaping opportuni-
ties.
G15. Discourage the placement of
dumpsters and trash receptacles in alleys.
G16. Enforce code violations for dump-
ing in alleys.
strategy for lodi TOD
G6 Artistic design of bicycle racks
G7 Example of special paving crosswalk
design in Sacramento
Two -Way Alley
G8 Minimum 20' alleys
5'
"Id
Clear Sidewalk
G 1 Five feet wide ADA pathways on sidewalks
Downtown Lodi Transit -Oriented Development Design Guidelines 1 47
chapter three
G14 Flush alley in Pasadena
G. Streetscape Design (cont.)
G17. Allow alleys to remain flush,
shared -mode surfaces for use by pedes-
trians, automobiles and bicycles.
G18. Encourage the use of distinc-
tive paving patterns and special paving
materials, including stamped concrete,
colored concrete, permeable pavers, etc.,
in alleys to add uniqueness and character.
G19. Install sufficient lighting in alleys to
promote safety and cleanliness.
Sacramento Street
G20. Create small plazas at intersection
corners with bulbouts, or extensions of
the sidewalk into parking spaces closest
to the intersection.
G21. Maintain the existing configuration
of Sacramento Street, except at intersec-
tions.
G22. At intersections, reduce lane
widths to 11 ft. in each direction and
extend bulbouts to minimize crossing
distance and increase pedestrian visibility.
G23. Add landscaping planters and new
trees at corner plazas to reduce imper-
meable surfaces.
15' 22' k 11' k 11' 12' k 10'
Sidewalk Corner Bulbout Travel Travel Corner Bulbou Sidewalk
with Stormwater Planter Lane Lane with Stormwater
80' Bulbout
ROW
G 16, G 18, G 19 Proposed section of Sacramento Street at corner intersection
48 1 Downtown Lodi Transit -Oriented Development Design Guidelines
G24. Encourage the use of stormwater
planters at the corner intersections and
along Sacramento Street to help man-
age stormwater runoff. Ensure that tree
branches at intersections have a vertical
clearance of 12 feet for safe sight lines
between automobile drivers and pedes-
trians.
G25. Incorporate special paving, bench-
es and other amenities at corner plazas to
enrich the pedestrian experience.
Main Street
G26. Maintain the existing street cross-
section with a sidewalk on the east side
and a flush environment on the west side.
G27. Provide parking on both sides of
the street.
G28. Allow the parking spaces on the
west side to opaerate as "flex space", in
which adjacent uses are allowed to en-
croach into then for use such as a market.
strategy for Jodi TOD
G20 Use stormwater planters at corner
intersections along Sacramento Street
G22, G23, G24 Proposed section of Main Street
6' 8' k 10' 10' 8' 8'
Side- Parking/ Travel Travel Parking Side-
walk Flex Space walk
40'
ROW
Downtown Lodi Transit -Oriented Development Design Guidelines 1 49
chapter three
DEVELOPMENT OPPORTUNITY SITES
The following section describes four site The four sites were chosen to represent a Using data provided by local developers
designs for various development oppor- cross-section of property types, develop- as well as published construction cost
tunity sites throughout the project area.
These site designs are meant to illustrate
how the preceding design guidelines
could be applied to specific locations
and contexts.
Many development opportunity sites
in the project area exist to which these
site design approaches can be applied.
These site designs demonstrate a high
quality yet feasible approach to various
design conditions in the project area.
While each site is different, all the sites
seek to increase housing opportunities
close to the multi -modal transit station
and Downtown services.
For each of four different opportunity
sites in Downtown Lodi, the development
scenarios were designed to be sensitive
to the context of the historic downtown
yet support transit -oriented and sustain-
able development. In each case, new
housing is assumed to be a significant
part of the new development, but each
site and scenario also includes other
uses, such as ground floor retail and
alternative commercial space (such as
live/work lofts).
ment scenarios and circumstances. The
first of the four development opportunity
sites is a currently vacant parking lot
owned by the City. The site is located
mid -block between built -out parcels, and
is accessed from the rear by a mid -block
alley. The second of the sites is an entire
block in the project area that was chosen
because of its variety of existing uses
and buildings. A design for an entire
block facilitated understanding how new
development could respect the existing
fabric and character of Downtown Lodi.
The third site is a corner parking lot in the
south of the project area. It was chosen
because the owner is interested in devel-
oping the site, and to explore site design
and uses that would be appropriate away
from the commercial core of Downtown
Lodi. The fourth was chosen because of
its location on the east side of the project
area, which has a unique character and
could support alternative uses and devel-
opment.
50 1 Downtown Lodi Transit -Oriented Development Design Guidelines
estimates and market data, the feasibility
of each development scenario was as-
sessed by comparing the estimated costs
of each type of development (excluding
land costs) to the estimated values of that
development.
In cases where the values exceed the
costs, a "residual land value" has been
calculated, which estimates the amount
that a developer could pay to acquire
and prepare the site for the new con-
struction. Whether the sites could
actually be acquired for those estimated
prices is uncertain, and will depend on
the considerations of the current prop-
erty owner.
In general, the findings indicate that the
most feasible developments are those
that minimize parking, utilize lower-cost
surface parking rather than higher -cost
structured parking, and offer residential
units for -sale rather than for -rent.
—;
.•� — --
'7 —
Development
Opportunity Sites I
ODowntown Infill on Vacant Lot I
I2 Block -Sensitive Design dft,
O and Adaptive Reuse ■
O"Flexible" Downtown Infill —J I
® Industrial Infill Development -� I
Movie
_J Theater I
IF—
City I
L I
Hall I I i t 2
J I —
IID 4N OWN
—I v ISI Multi
�— __J Transit
Ito
� � 3
�I
J EtJ I--
Project Area Bounds t Opportunity
L _ _I ProI Boundary Develo —` Pmen Sites
— Open Space 1/4 -mile Radius
— Building Footprints .r
Figure 4.3 Development Opportunity Sites
strategy for lodi TOD
_- - I -
--.w4w Lockeford St.
J
i
Locust St.
Elm St.
I
P S.
I�
E STSI E
RE IDEN IA
IOak St. – – —J
IL I j
� I
Walnut St.
�. oLod0
v� - - I11
N
0 220 440 FEET
Downtown Lodi Transit -Oriented Development Design Guidelines 1 51
chapter three
Site 1: Downtown Infill on Elm Street
_ _ I Locust Sc.
IL
Movie I O -
Theater,'
Urn St.
Location Map for Site 1
Design Goal: The design of Site 1 demonstrates infill development on a
built -out Downtown block. It represents a design on a City -owned parcel, whose
dimensions are typical of the small-scale, parcel sizes and depths of many Down-
town lots.
Site Description Design Approach
Site 1 is located on the north side of Elm • Locate service and residential
Street between School and Sacramento
Streets. The lot is 120 feet by 170 feet
(20,400 square feet or 0.5 acres.) The site
is owned by the City and currently used
as a public parking lot located between
two small-scale commercial buildings. A
rear alley runs behind the parcel and is
currently underutilized as an access and
service route. The site's location in the
heart of Downtown Lodi and in close
proximity to the Multi -Modal Transit Sta-
tion presents an opportunity to increase
services and residential intensity. Elm
Street runs along the south side of the
site, and its innovative design as a pedes-
trian -oriented street suggests the design
of a highly engaging building facade for
any new development.
parking access from alley.
• Design a building facade that
integrates with adjacent buildings.
• Increase residential density in the
project area.
• Create an engaging pedestrian -
oriented building facade.
• Mitigate building height with
architectural elements, such as
stepbacks and other features that
visually connect with adjacent
buildings.
Rooftop garden
Photosimulation of Site 1 - Before
52 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Development Program
The development program for Site 1 is
mixed-use commercial and residential
development. Three designs (titled Op-
tions 1A, 1 B and 1C) were developed for
Site 1 based on various parking solutions
(structured, surface and a combination of
the two).
In all three options, the proposed
development scenario assumes commer-
cial activity is accessed by pedestrians
walking around Downtown and customer
parking is assumed to be supplied by
existing on- street.
The program of the building fronting Elm
is mixed-use residential over ground -
floor commercial. This building remains
identical in all three site design options.
strategy for Jodi TOD
Feasibility Analysis
The diagram below is a photo simulation The three site designs created for Site
of this new mixed use building as seen
from Elm Street. It is one large building
designed to look like three smaller build-
ings to fit into the fine-grain context and
traditional character of Downtown Lodi.
A common element in the Site 1 design
options is the prevalence of rooftop
gardens and generous balconies. These
features break up and articulate the
massing of a building to make it more dy-
namic and interesting. Rooftop gardens
are also a terrific way to offer residents an
intimate "backyard" in the city and easy
connection to the natural elements.
One not only illustrate a range of design
approaches that differ in the ratio of resi-
dential density to surface parking but also
show different development feasibility
levels for each design scenario.
Option A shows a design approach that
maximizes residential density and square
footage (32 residential units; 30,950
square feet of total residential space)
by building residences over a parking
podium. However, given the higher cost
of podium parking ($16,000 per park-
ing space) compared to surface parking
($3,000 per parking space), Option A
resulted in a negative residual land value
for both for -rent (-$2,484,510) and for -sale
scenarios (-$698,097).
Photosimulation of Site 1 - After
Downtown Lodi Transit -Oriented Development Design Guidelines 1 53
chapter three
Feasibility Analysis (cont.)
Option B strikes a moderate compromise
between residential density and square
footage (30 residential units; 32,910
square feet of total residential space) and
a combination of surface and structured
parking. By relying more heavily on surface
parking, Option B has much lower total
development costs than Option A how-
ever, is still unable to break even between
development costs versus development
value. The residual land value for both
for -rent (-$1,782,346) and for -sale (-$55,264)
scenarios are negative.
Option C locates all the required park-
ing on surface parking spaces and has
the least amount of residential units and
square footage (26 residential units; 29,510
square feet of total residential space) com-
pared to Options A and B. As a result, this
design scenario has the lowest develop-
ment costs compared to the other design
options. While the for -rent scenario in
Option C results in a negative residual land
value (-$1,420,565), the for -sale scenario
results in a positive residual land value of
$68,957.
This design exercise demonstrates that 1)
for -sale residential units contribute greatly
to a development's feasibility and 2) sur-
face parking is far more feasible than struc-
tured parking. However, several public
funding sources are currently available to
municipalities precisely to bridge the fund-
ing gap and increase residential densities
higher than market realities would allow.
* Assumes 15% affordable housing Sources: MIG, Inc.; Economic & Planning Systems, Inc.
ELM STREET ELM STREET ELM STREET
Plan view diagram of Site 1, Option Plan view diagram of Site 1, Option Plan view diagram of Site 1, Option
54 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Site 1A
For -Rent For -Sale
Site 1B
For -Rent For -Sale
Site 1C
For -Rent For -Sale
Housing Units
32
32
30
3-
26
26
Retail SF
6,456
6,456
6,456
6,456
6,456
6,456
Parking
Surface Parking
Structured
Street
0
36
0
0
36
0
27
6
0
27
6
0
27
0
0
27
0
0
Total Development Costs
$7,974,104
$9,319,360
$7,780,820
$9,137,127
$7,009,556
$8,213,906
Total Development Value*
$5,489,594
$8,621,263
$5,998,474
$9,081,863
$5,578,991
$8,282,863
Residual Land Value
-$2,484,510
-$698,097
-$1,782,346
-$55,264
-$1,430,565
$68,957
* Assumes 15% affordable housing Sources: MIG, Inc.; Economic & Planning Systems, Inc.
ELM STREET ELM STREET ELM STREET
Plan view diagram of Site 1, Option Plan view diagram of Site 1, Option Plan view diagram of Site 1, Option
54 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Site 1A
Land use axonometric of Site 1, Option A
Site 1A has a total of 32 residential
units, approximately 6,400 square feet
of ground floor commercial develop-
ment along Elm Street and 36 parking
spaces. The residential parking for this
option is ground floor podium parking
with residential units on top. The unit
breakdown for Site 1A is as follows: four
studio units at 625 square feet, three
one -bedroom units at 850 square feet,
20 two-bedroom units ranging between
925 and 1,200 square feet, four lofts with
mezzanine level at 950 square feet, and
one large loft with mezzanine level at
1,600 square feet. There is a 2,400 square
foot ground -level garden between the
two buildings to provide an open space
amenity and privacy. This design has the
highest residential density, at 68 dwelling
units per acre. Parking and loading for
the buildings is accessed off of the rear
alley to the north.
Site 1 B
Site 1 C
strategy for Jodi TOD
Land use axonometric of Site 1, Option B
Site 1 B has 30 residential units, approxi-
mately 6,400 square feet of ground floor
commercial development along Elm
Street, 27 on-site surface parking spaces,
six covered spaces and three garage
spaces. There are six one -bedroom units
at 850 square feet, 21 two-bedroom units
between 930 and 1,200 square feet, and
three lofts at 1,410 square feet included
in the design for Site 1 B.
This design has a slightly lower density
64 dwelling units per acre. Access to
parking and loading is still accessed off
of the rear alley. The three ground level
units along the alley are served by three
garages.
Land use axonometric of Site 1, Option C
Site 1C has 26 residential units, approxi-
mately 6,400 square feet of ground floor
commercial development along Elm
Street, 27 on-site surface parking spaces
and three garage spaces. There are
two one -bedroom units at 850 square
feet, 21 two-bedroom units from 930 to
1,200 square feet, and three lofts at 1,410
square feet.
Site 1C contains all surface parking and
the lowest residential density of the three
options but still relatively dense at 55
dwelling units per acre.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 55
chapter three
Site 2: Block -Sensitive Design and Adaptive Reuse
01
Design Goal: Site 2 demonstrates a context -sensitive approach to the design
of a prototypical city block. Key characteristics of this block are representative of
many Downtown blocks, including vacant buildings, viable existing uses, vacant
upper floors, historic buildings and facades, and mid -block alleys, and these char-
acteristics provided the parameters for the site design.
Site Description Design Approach
The site is bounded by Sacramento, Elm,
Pine and School Streets. The lot is 320
feet by 360 feet (115,200 square feet or
�
Pine St. 2.6 acres.) Many of the buildings along
School and Pine Streets are historic and
■ TN contribute to the main commercial cor-
Location Map for Site 2
Facade restoration along historic buildings on
Sacramento Street
ridor of Downtown Lodi. Most are occu-
pied by ground floor retail, though their
second floors are vacant. Vacant and
nearly vacant buildings on the southern
half of Sacramento Street have striking
historic building facades. Joe Hassan's
• Design in a context -sensitive way
to maintain integrity of Downtown
commercial activity.
• Judiciously use incremental
development, strategic infill and
adaptive reuse.
• Adaptively reuse Joe Hassan's
Warehouse and and rehabilitate
historic facades along Sacramento
Street.
• Reuse upper floors of existing
buildings for office and residential
uses to maintain fabric of Downtown.
brick warehouse at the northeast corner • Build on local businesses and do
the block further adds to the historic not make large-scale redevelopment
moves that would jeopardize the
character of Sacramento and Elm Streets. health of the Downtown economy.
Two mid -block alleys, one oriented north -
Create interior block public
south and the other east -west, provide open space and connect to adjacent
access to the interior of the block. The streets and destinations between
interior of the block is primarily used for buildings with pedestrian mews
parking and loading.
Perspective rendering of new development along Sacramento Street in Site 2
56 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Development Program
Initially, a whole scale redesign of the
block was envisioned, but the existing
historic buildings, viable retail establish-
ments, and grain of development sug-
gested that a more surgical and nuanced
approach to the site design was appro-
priate. Further any large-scale block re-
development would disrupt the success-
ful commercial activities on School Street
and possibly displace small businesses.
The design that respected the assets of
the existing block and built upon them
focused on a three prong approach:
adaptive reuse, facade rehabilitation
with new construction and complete new
construction.
The first was to evaluate the second
floors of existing buildings along Elm,
School and Pine Streets to determine the
potential for reuse of the vacant upper
floors. This involves the conversion of the
second floors of the buildings into viable
spaces for residential and office uses.
Many of the buildings are deep and only
have access to sunlight on two sides;
these were deemed most appropriate for
commercial or office reuse. Corner build-
ings that have more access to sunlight
and ventilation can subdivide their upper
floors into residential units. Adaptive
reuse is also appropriate for Joe Hassan's
Warehouse at the corner of Sacramento
and Elm Streets. The warehouse is made
Site plan for Site 2
strategy for lodi TOD
of very distinctive brick and provides half
of the street fagade along Elm Street,
also providing historic identity to the
street. It is envisioned as adaptively
reused lofts by perforating the brick walls
with more windows and separating the
warehouse into multiple live -work units.
The second prong was facade rehabilita-
tion for the buildings on the south side
of Sacramento Street. It is likely eco-
nomically infeasible to reuse the build-
ing structure, but the facades could be
saved and become the "face" of new
development that could be built behind
them. By rehabilitating the facades, the
character and charm of the buildings can
be retained while also allowing for new
mixed-use development.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 57
chapter three
Some new construction is proposed
along Sacramento Street in place of the
existing buildings between the historic
facades and Joe Hassan's warehouse.
This new construction is mixed-use with
residential units over commercial space
The ground floor is ample enough to
support a small-scale grocery store that
could serve new residents of the area.
The development program for all new
construction (including new construc-
tion behind the historic facades along
Sacramento Street) consists of mixed-use
development with 51 residential units
over 16,200 square feet of ground -floor
retail. The residential unit breakdown is
as follows: six 1,200 square feet lofts in
Joe Hassan's warehouse, six studios at
625 square feet, nine one -bedroom units
at 750 square feet, and 30 two-bedroom
units ranging between 930 and 1,000
square feet. The residential density for
this development is approximately 40
dwelling units per acre.
A new public park is possible within the
interior of the block connected to Sacra-
mento and Elm streets by a pedestrian
corridor. The existing alley network is
used for accessing the park and parking
on the interior of the lot. The alley off of
Elm St has been cut off to through -traffic
and serves as a pedestrian connector and
emergency vehicle access.
Land use axonometric for Site 2
58 1 Downtown Lodi Transit -Oriented Development Design Guidelines
strategy for Jodi TOD
Feasibility Analysis
The feasibility analysis shown below con- In order to create a feasible development square feet of new commercial space on
sists only of newly constructed develop-
ments on Sacramento Street. The analysis
does not include buildings identified for
adaptive reuse nor does the construction
cost include historic facade rehabilitation
costs.
scenario, all the parking required for the
new housing is located on lower-cost sur-
face parking. The proposed development
feasibility is greatly helped by the avail-
ability of 41 already existing on -street
parking spots to service the 16,200
* Assumes 15% affordable housing
Sources: MIG, Inc.; Economic & Planning Systems, Inc.
the ground floor.
As with Site One, a for -sale scenario
($6,867) for the residential units is far
more feasible than offering rental units
(-$2,976,719).
Downtown Lodi Transit -Oriented Development Design Guidelines 1 59
Site 2
For -Rent For -Sale
Housing Units
51
51
Retail SF
16,200
16,200
Parking
Surface Parking
Structured
Street
58
0
41
58
0
41
Total Development Costs
$12,497,447
$14,437,143
Total Development Value*
$9,520,731
$14,444,010
Residual Land Value
-$2,976,719
$6,867
* Assumes 15% affordable housing
Sources: MIG, Inc.; Economic & Planning Systems, Inc.
the ground floor.
As with Site One, a for -sale scenario
($6,867) for the residential units is far
more feasible than offering rental units
(-$2,976,719).
Downtown Lodi Transit -Oriented Development Design Guidelines 1 59
chapter three
Site 3: "Flexible" Downtown Infill
Walnut St.
I3
Ir ro
I�
------ I Lodi!
Location Map for Site 3
Design Goal: Site 3 is representative of medium -scaled lots that are not lo-
cated in the commercial core of Downtown Lodi. This site incorporates land uses
and programs that allow for flexibility in the design depending on how this part
of the project area evolves in the future.
Site Description
Site 3 is at the corner of Walnut and The site is just north of Lodi Avenue, at
Sacramento Streets and is currently a which point the retail corridor of School
parking lot. The parcel is 160 feet by 130 Street has transitioned to more auto -ori -
feet (20,800 square feet or 0.5 acres.) The ented, office and industrial uses. The site
owner of the property is interested in presents the opportunity to incorporate
developing the site, and the site design land uses such as office and live -work that
is meant to aid him and suggest types of are more compatible with the context.
development that would benefit him as
well as the community at large.
The alleys that run through most of the
blocks in Downtown Lodi do not run
along the western edge of Site 3; as a
result, the site is accessd completely from
either Walnut or Sacramento Streets.
Perspective rendering of new development at Walnut and Sacramento streets in Site 3
60 1 Downtown Lodi Transit -Oriented Development Design Guidelines
Design Approach
• Incorporate flexible office live/work
lofts that add housing and ground
floor commercial activity.
• Continue ground floor retail and of-
fice on Walnut Street.
• Incorporate green building design
features solar panels.
• Continue Downtown alley network.
• Ensure consistent scale and design
with neighborhoring architecture.
• Promote flexibility in ground
floor uses.
Development Program
For both options, the program along
Sacramento Street remains the same.
There are four live -work office units on
the ground floor of Sacramento Street
with a small amount of retail at the corner
and extending back along Walnut Street.
Above the live -work office units are two
stories of loft -like condominiums.
Site 3A
Option 3A has 28 residential units and
parking tucked under the rear units on
the interior of the lot. The units include
10 one-story lofts along Sacramento
Street at 1,250 square feet, three two-
story lofts along Walnut Street at 1,150
square feet, eleven studio, one -bedroom
and two-bedroom units ranging from 750
to 900 square feet, and four office live -
work units at 1,250 square feet. Residen-
tial units over the carport parking on the
ground level can be accessed from the
interior of the lot. There are also residen-
tial units above the retail along Walnut
Street. The residential units are parked at
a 0.8 parking ratio.
Land use axonometric of Site 3, Option A
ace
strategy for Jodi TOD
Site 3B
Option 3B has 26 units and surface park-
ing. There are 10 one-story lofts along
Sacramento Street at 1,250 square feet,
12 two-story lofts over retail along Walnut
Street at 900 square feet, and four office
live -work units at 1,875 square feet at the
ground floor along Sacramento Street.
The residential units are parked at a 1:1
parking ratio. All the residential parking is
parked on-site as surface parking. There
are additional residential lofts that front
onto a rooftop open space along Walnut
St. In this configuration, a small open
space is created on the lot as an amenity
for the residents.
Land use axonometnc of Site 3, Option B
Downtown Lodi Transit -Oriented Development Design Guidelines 1 61
chapter three
Feasibility Analysis
Similar to the range of design options in
Site One, Site Three has two design op-
tions that differ in the amount of residen-
tial density and surface parking.
Option A has a higher number of resi-
dential units (28) and a total of 32,600
square feet of residential living space.
To maximize the amount of residential
space, apartments are built over 9 struc-
tured parking spaces. Option B utilizes all
surface parking and has a few number of
residential units and has a total of 30,800
square feet of residential living space
tota I.
The for -sale scenario of Option B is the
only one of the four that has a positive
residual land value ($99,075); however,
several public funding sources are cur-
rently available to municipalities precisely
to bridge the funding gap and increase
residential densities higher than market
realities would allow. This Plan recom-
mends seeking these sources of addi-
tional funding and subsidizing develop-
ment projects in the project area so as to
maximize the amount of residential units
constructed.
* Assumes 15% affordable housing Sources: MIG, Inc.; Economic & Planning Systems, Inc.
Plan view diagram of Site 3, Option A Plan view diagram of Site 3, Option B
62 1 Downtown Lodi Transit -Oriented Development Design Guidelines
�n
Site 3A
For -Rent For -Sale
Site 3B
For -Rent For -Sale
Housing Units
28
28
26
26
Retail SF
3,120
3,120
3,700
3,700
Parking
Surface Parking
Structured
Street
14
9
16
14
9
16
26
0
16
26
0
16
Total Development Costs
$7,026,700
$8,365,843
$6,661,327
$7,911,485
Total Development Value*
$5,428,570
$8,312,456
$5,316,639
$8,010,560
Residual Land Value
-$1,598,129
-$53,387
-$1,344,688
$99,075
* Assumes 15% affordable housing Sources: MIG, Inc.; Economic & Planning Systems, Inc.
Plan view diagram of Site 3, Option A Plan view diagram of Site 3, Option B
62 1 Downtown Lodi Transit -Oriented Development Design Guidelines
�n
Site 4: Industrial Infill Development
Design Goal: The design for Site 4 demonstrates opportunities for develop-
ment on the east side of the project area. The site was chosen because it is rep-
resentative of the east side's more constrained parcel dimensions and industrial
character.
Site Description Design Approach
The site is bounded by Main, Pine and Design live -work lofts that respond
Oak Streets and the railroad tracks. to existing industrial character.
Currently, the site is used as a seasonal
vegetable and fruit packing warehouse.
The surrounding character is more in-
dustrial and gritty in nature than the west
• Incorporate green design features.
side of the project area. Main Street has
sidewalks on the east side, but not on
the west side of the street. The lot is 60
feet by 380 feet (22,800 square feet or 0.5 •
acres.)
Utilize green roofs and rooftop
gardens to provide private
open space opportunities and to
help regulate cooling and heating of
the residential units.
Integrate units with unique design
for Main Street to encourage an
activated street design.
• Inspired by "Active Space".
strategy for Jodi TOD
Pim s'. I
I
Oak Sc,
Tti.
�r
Location Map for Site 4
Active Space in Berkeley
Perspective view of new live/work lofts on Main Street in Site 4
Downtown Lodi Transit -Oriented Development Design Guidelines 1 63
chapter three
"Flex" parking spaces in Mountain View
"Flex" spaces in San Francisco on Park-ing Day
Intertior view of "green" live/work units
Development Program
The development program is 16 live/work
loft units fronting Main Street with alley
access in the rear for garages. The front
of the unit has a large sliding garage
door opening that serves as a large,
transparent feature that allows light into
the ground floor work space.
The lofts are all three story lofts with
ground -floor work space. 11 of the lofts
are 20 feet wide with a one -car garage
and 370 square feet of ground -floor work
space. Five of the lofts are 25 feet wide
with a two -car garage and 467 square
feet of work space.
As discussed earlier in the design guide-
lines for Main Street, the parking lane in
front of the lofts is envisioned as a "flex"
space. The spaces could be converted
regularly for a market for the worker/resi-
dents of the lofts to sell their wares, or
could be converted on a more informal
basis. Example of such "flex" spaces
have been successful in Downtown
Mountain View where parking spaces
have been converted into outdoor seat-
ing for restaurants. On Park-ing Day in
San Francisco, parking spaces around the
city are temporarily converted into parks.
Plan view diagram of Site 4
64 1 Downtown Lodi Transit -Oriented Development Design Guidelines
strategy for Jodi TOD
Feasibility Analysis
The design for Site Four consists entirely results in a positive residual land value
of 16 new townhomes on the east side ($410,006) as compared to the for -rent
of the project area. As with all the test scenario (-$490,910).
designs on each site, the for -sale scenario
* Assumes 15% affordable housing
Sources: MIG, Inc.; Economic & Planning Systems, Inc.
Proposed section of Main Street
6' 8' k 10' 10' 8' 8'
Side Parking/ Travel Travel Parking Side-
walk Flex Space walk
40'
ROW
Downtown Lodi Transit -Oriented Development Design Guidelines 1 65
Site 4
For -Rent For -Sale
Housing Units
16
16
Retail SF
0
0
Parking
Surface Parking
Structured
Street
0
21
18
0
21
18
Total Development Costs
$4,018,248
$4,950,482
Total Development Value*
$3,527,338
$5,360,487
Residual Land Value
-$490,910
$410,006
* Assumes 15% affordable housing
Sources: MIG, Inc.; Economic & Planning Systems, Inc.
Proposed section of Main Street
6' 8' k 10' 10' 8' 8'
Side Parking/ Travel Travel Parking Side-
walk Flex Space walk
40'
ROW
Downtown Lodi Transit -Oriented Development Design Guidelines 1 65
chapter three
66 1 Downtown Lodi Transit -Oriented Development Design Guidelines
IMPLEMENTATION
in this chapter:
Priority Action Steps
Financing Strategies
Priority Action Matrix
TO ENSURE SUCCESSFUL IMPLEMENTATION of the Lodi TOD Design Guidelines,
this chapter provides a road map for carrying out the strategies recommended in the
plan.
The strategy includes a refined set of priority improvements and an inventory of
potential funding mechanisms. Lodi stakeholders, City staff, Lodi TOD steering com-
mittee members, local residents and property owners must work together on these
action steps to maintain momentum and realize the Lodi TOD vision.
In addition, this chapter also includes a list of funding mechanisms that the City could
pursue to fund Lodi improvement efforts. This list includes local financing tools as well
as state and federal programs.
Downtown Lodi Transit -Oriented Development Design Guidelines 1 69
chapter four
PRIORITY ACTION STEPS
The Lodi TOD Design Guidelines pro- 1. Lower Parking Standards
vides clear, specific direction for rejuve-
Adopt a parking management program for the project area that reduces parking
nating the city center while allowing for
requirements, utilizes shared parking, and integrates parking structures that have retail
flexibility and input as the area grows and
and/or office uses wrapped around it.
changes. Project timelines, in particular,
3. Acquire TOD Funding
may need to be modified as market de-
2. Modify Land Use Regulations
mands change, behavioral patterns shift,
Coordinate among the necessary stakeholders such as the City of Lodi, GrapeLine
Land use regulations should be tailored to promote TOD designs. For example,
and momentum builds around Lodi TOD
Transit Overlay zoning or the establishment of TOD Districts could be done to favor
development.
TOD implementation. The City of Sacramento working with the Sacramento Regional
ensure that every project is leveraged to
Transit District (RT) created a Transit Overlay zoning for the light rail stations within the
While this plan provides the short -and
City in order to attract quality TOD projects. Such amendments will encourage hous-
long-term road map for success, work
ing in the TOD area.
must be done on the ground every day
to ensure that its objectives are met and
3. Acquire TOD Funding
tangible change occurs. Lodi TOD stake-
holders must work together to continue
Coordinate among the necessary stakeholders such as the City of Lodi, GrapeLine
Bus, Amtrak, Chamber of Commerce, Downtown Partnership, San Joachin Council of
to build public and private support for
Governments, private developers to position itself for the Prop 1 C funds.
the Lodi TOD visions and actions, and to
ensure that every project is leveraged to
4. Improve Pedestrian and Transit Facilities
its maximum extent.
Make sure new streetscape improvements and Multi -Modal Center upgrades provide
increased pedestrian and bike amenities, such as sufficient sidewalk shade coverage
and safe bike storage facilities.
5. Bring Commuter Rail to Downtown Lodi
Incorporate transit service into future development/redevelopment projects is also
critical to the success of TODs. New development site plans could be required to
incorporate strategies that improve transit service and make people drive less.
70 1 Downtown Lodi Transit -Oriented Development Design Guidelines
FINANCING STRATEGIES
Various financing methods are available
for implementing transit -oriented devel-
opment. Such mechanisms include local
improvement districts, tax increment
financing, sales tax Increases., public./pri-
vate partnerships and grants (federal,
state and local). In order to be able to
attract the right type of developer and
project, Lodi should demonstrate sup-
po rt fo r TO D by p ro i cli ng i nce ntives to
entice developers to engage in TD.
Incentives such as tax exemptions, an
expedited permit review process, density
bonuses, or a reduction or waiver of cer-
tain development fees may help "bridge
the gap"' for an interested developer.
Additions l lir, reducing or waving certain
development fees is another incentive
technique. For example, traffic impact
fees could be reduced where there is a
higher Teel of transit service.
RECOMMENDED ACTION MATRIX
The recommended action matrix de-
scribes important steps the City can take
to encourage transit -oriented develop-
ment for the developers as well as create
a supportive physical environment for
transit -oriented living.
implementation
Public Realm
Ivey
Funding Source
Improvements
Recommended Action Steps
Implementer
necessary)
PRIORITY f ITY #1: Parking
Deduce parking standard requirements.
Management Prograrn
Offer shared parking arrangements.
Offer street pard ng to offset on-site pard n g req u rements.
PRIORITY ITY # : Work with
Facilitate parcel assembly through a cooperative sharing
Developers
of ideas and vision.
City of Lodi
Offer design guidelines and templates.
PRIORITY f ITY # : Acquire
T D Funding
Create a transit overlay zone or TOD zoning designation
to Implement new standards for the project area.
Prep 1
PRIORITY ITY #4: Improve
Upgrade pedestrian and bike amenities along key streets.
Pedestrian and Transit
Prop 1
Facilities
PRIORITY ITY # : Bring
Pursue the opportunity for commuter rail with the
Commuter fail to
Regional fail Commission.
Downtown Lodi
Downtown Lodi Transit -Oriented Development Design Guidelines 171