Laserfiche WebLink
BAY FAIR TOD SPECIFIC PLAN <br />Parking and Loading Design <br />Parking and Loading Standards <br />1. GARAGE ENTRANCE WIDTH. Garage <br />entrances at grade facing the street shall <br />be no more than 20 feet wide. <br />2. CURB -CUT LOCATION. A maximum of <br />one curb cut per 200 feet of frontage on <br />a single project site is allowed, unless <br />otherwise required for emergency vehicle <br />access. If required, the second curb cut <br />may be restricted to emergency vehicles. <br />Curb cuts shall be located a minimum of <br />50 feet from street corners. <br />vehicle access. One-way driveways may <br />have curb cuts with a width no greater <br />than 12 feet (plus the flare) or minimum <br />required for emergency vehicle access. <br />4. TREE CANOPY. New and reconfigured <br />surface parking lots shall provide a tree <br />canopy plan with a goal of 50% or greater <br />coverage at maturity, which may be offset <br />by the substitution or mixing of solar <br />panels. <br />5. PRIVATE PARKING RATIO REQUIREMENTS. <br />3. CURB -CUT WIDTH. Maximum curb -cut Parking for private development projects <br />width shall not exceed 20 feet (plus the must be consistent with the parking <br />flare), or minimum required for emergency requirements and potential reductions <br />included in Chapter 3 Mobility. <br />Parking and Loading Design Guidelines <br />1. PARKING STRUCTURE DESIGN. Parking <br />structures shall be integrated into the <br />overall development. They should be <br />underground, lined with active uses, or <br />designed with attractive building facades <br />to screen structural elements of the <br />garage. Above -ground parking garages <br />should be designed to complement the <br />overall building design on project sites. <br />2. GARAGE ENTRIES. Garage entries shall <br />be integrated into building facades using <br />architectural techniques, matching facade <br />or material treatments, and/or by partially <br />recessing the entries into the building. <br />Door design treatments and details <br />should minimize the apparent width of the <br />entrance in accordance with the building's <br />predominant architectural character. <br />3. SHARED PARKING ENTRY. In mixed -use <br />development, shared entrances for both <br />retail and residential uses are encouraged. <br />In shared entrance conditions, secure <br />access for residential parking should be <br />provided. <br />4. SURFACE PARKING LOCATION. Wherever <br />possible, parking and vehicle areas should <br />be located behind or under buildings. On <br />shallower lots (less than 150 feet deep), <br />surface parking may be located adjacent <br />to the building, but should not take up <br />more of the primary frontage than the <br />building. On deeper lots, the vehicle areas <br />along the primary frontage should be <br />limited to driveways and a few associated <br />parking stalls. Parking shall not be located <br />on corners. <br />5. PUBLIC PARKING. Wherever possible, <br />projects should seek to provide structured <br />public parking facilities, as described in <br />Chapter 3, Mobility. <br />b. CIRCULATION THROUGH EXISTING <br />SURFACE PARKING LOTS. When site or <br />building improvements are made, existing <br />surface parking lots should be enhanced <br />to provide clear pedestrian and bike <br />pathways from public streets to building <br />entries. Access ways should be shaded <br />and clearly identifiable from the street. <br />'v, <br />