HomeMy WebLinkAboutReso. 1988-298 - Amending the general plan of the city of redding by adopting general plan amendments gpa-9-85, gpa-11-87, gpa-3-88, gpa-4-88, and gpa-6-88 411
RESOLUTION NO. 9 b'
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF REDDING
AMENDING THE GENERAL PLAN OF THE CITY OF REDDING BY ADOPTING
GENERAL PLAN AMENDMENTS GPA-9-85 , GPA-11-87 , GPA-3-88 ,
GPA-4-88 , AND GPA-6-88 .
WHEREAS, following the required public hearings therefor,
the Planning Commission of the City of Redding has recommended to
the City Council that the Land Use Element of the City' s General
Plan be amended by incorporating therein the changes contained in
General Plan Amendments GPA-9-85 , GPA-11-87 , GPA-3-88 , GPA-4-88 ,
and GPA-6-88 ; and
WHEREAS , following the required notices in accordance with
law, the City Council has held public hearings on said
recommendations andhas carefully considered the evidence at said
hearings;
NOW, THEREFORE, BE IT RESOLVED as follows :
1 . The City Council has reviewed and approved the Negative
Declarations on each of the above-mentioned General Plan
Amendments, finding that each project has no substantial impact
upon the environment and that an EIR is not necessary.
2 . The City Council does hereby amend the Land Use Element
of the General Plan of the City of Redding by incorporating
therein the changes contained in GPA-9-85 , GPA-11-87 , GPA-3-88 ,
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GPA-4-88 , and GPA-6-88 as shown by Exhibits A, B, C, D, and E
respectively attached hereto and incorporated herein by
reference.
I HEREBY CERTIFY that the foregoing Resolution was
n/ad'o rued
introduced and read at a rec uiar meeting of the City Council of
the City of Redding on the 18th day of August, 1988 , and was duly
adopted at said meeting by the following vote:
AYES : COUNCIL MEMBERS: Buffum, Dahl, & Johannessen
NOES : COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: Carter & Fulton
ABSTAIN: COUNCIL MEMBERS : None
e , /,
KV/MAp, SCE JOHANNESSEN, Mayor
Cjty of'Redding
ATTEST:
ETHEL A. NICHOLS, City Clerk
FORM A // OVED• /��,
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leTRANDALL
A. HAYS , City Attorney
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REDDING PLANNING DEPT.
SHASTA COUNTY PLANNING DEPT.
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DRAFT COLUMBIA AREA PLAN
TABLE OF CONTENTS
Page
I. INTRODUCTION 1
A. Background 1
B. Regulatory Status 1
C. Objectives 1
D. Assumptions 2
II. LAND USE DESIGNATIONS AND IMPLEMENTATION 4
-A. Land Use 4
1. Residential 4
2. Retail Commercial 7
3. Service Commercial 7
4. Industry 10
5. Greenway 13
B. Enterprise Skypark 14
C. Traffic and Circulation 27
D. Sewer and Water 32
E. Flooding and Drainage 33
F. Parks 34
APPENDIX A 35
APPENDIX B 40
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I. INTRODUCTION
A. BACKGROUND
This General Plan amendment was initiated to amend that portion of the
Redding General Plan bounded generally by the extension of Shasta View
Drive on the west, Highway 44 on the south, Stillwater Creek on the east,
and Old Alturas Road on the north. The plan boundary is the only area on
the east side of Redding within the Redding Regional Sewer Service District
boundary which has not been covered by a City General Plan amendment since
adoption of the 1970 Plan.
In the past three years, the City has adopted several area plans and
General Plan amendments on the east side of Redding to update the General
Plan. The most recent covered the area north of Old Alturas Road between
Churn Creek and Old Oregon Trail . Previous to that action, the Redding
Municipal Airport Area Plan and the Enterprise Plan were adopted.
The Columbia Plan area contains approximately 1,465 acres and is currently
within the jurisdiction of Shasta County. Under the County General Plan,
the area is classified predominantly as low-density residential , accom-
panied by 195 acres of industrial and 105 acres of commercially designated
land. This plan satisfies the processing requirement for an application
received by the Shasta County Planning Department, requesting an amendment
to that agency's plan to designate additional industrial and commercial
land adjacent to Old Oregon Trail , between Viking Way and Accident Lane
(Shasta County GPA-4-85).
B. REGULATORY STATUS
The Columbia Area Plan serves as a guide for both future private and public
development in the plan area. Periodic updating of the area plan may be
necessary as conditions in the area change. This area plan is adopted as
part of the City of Redding and Shasta County General Plans and the pro-
cedure for change is by General Plan amendment. By including property
outside of the city limits of Redding, the plan serves to identify the
City's land-use policy in light of possible annexations.
The plan includes proposals for implementation. It does not establish new
regulations or legislation nor does it rezone property. The preparation or
amendment of any City ordinance such as zoning, subdivision, building, or
other development control must be enacted separately through the legis-
lative process. In the absence of such regulations or if already adopted
regulations clearly conflict with the area plan, the policies and maps
contained in the area plan shall act as a guide for the development of
public and private projects and the making of findings of consistency until
such time as regulations are adopted to implement the plan. Portions of
the plan must be ratified by the Shasta County Airport Land Use Commission.
C. OBJECTIVES
The following objectives were determined to be of primary concern in
preparation of a plan for this area:
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1. To discourage the continuation of conflicting residential/commercial
land-use patterns.
2. To provide a mix of residential densities responsive to both natural
and man-made forms.
3. To provide a development pattern that allows for the timely and
efficient delivery of urban services and public utilities.
4. To meet community housing needs, particularly multiple-family housing.
5. To upgrade the quality of development occurring in the area.
6. To provide an area for auto-related industrial uses.
7. To establish a land-use pattern compatible with the Enterprise
Skypark.
8. To provide consistency between the Redding and Shasta County General
Plans.
D. ASSUMPTIONS
The area plan is based on the expectation that development growth pressures
will occur in the plan area during the next 20 years. The Columbia area is
located such that it will be convenient to reach anticipated future employ-
ment centers near the Redding Municipal Airport while at the same time
being readily accessible to Central Redding. The overall rate of growth
• for the greater Redding area and the expanded availability of wastewater-
disposal systems will be the major determinants of development within this
planning area. Major drainage improvements will also be necessary in order
for development to occur at urban densities.
In 1986, the study area population consisted of approximately 500
residents, all of which reside in unincorporated Shasta County. At 1980-
1986, growth rates or even moderately higher rates, the plan area is not
expected to be fully developed within the life of the 20-year plan. More
likely, the area will be 65 to 75 percent developed, depending on the type
of uses allowed.
None of the developable land of the plan area is currently served by City
sewers, although all of the area west of Old Oregon Trail is within the
Redding Regional Sewer Service District boundary. Development potential
for the area is extremely limited without the extension of sewers. To
accommodate future development, even as shown on the present County plan,
sewers must be extended to and within the entire plan area. The cost for
this service will probably be obtained as part of or a successor to the
Clover Creek Sewer Assessment District and/or the establishment of benefit
fees. The Clover Creek Assessment District has been delayed in the past
pending the site selection and financing of the Stillwater Treatment Plant.
Development at densities proposed by the plan will generate a significant
increase in traffic volumes. Such increases will impact the arterial
streets surrounding the plan area. As the plan area develops, it is
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anticipated that the increased traffic will necessitate widening and other
improvements of the existing street network and a realignment of Old Oregon
Trail .
In summary, the major assumptions made as part of the preparation of this
plan are as follows:
1. There will be demand for both residential - and heavy commercial/
industrial growth within the plan area.
2. There will be a demand for land designated for multiple-family
residential development in the eastern portion of the City along the
Highway 44 corridor.
3. Major sewer trunk lines and water transmission lines can be extended
into the plan area.
4. Drainage improvements will be made within the Clover Creek drainage
basin, within and outside the plan area.
5. Impacts from urbanization of the plan area can be mitigated to a
reasonable level .
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II. LAND-USE DESIGNATIONS AND IMPLEMENTATION
A. LAND USE
The area plan map depicts a parcel specific land-use pattern with each
designation intended to be translated to existing or new zoning district
regulations adopted by the City or County. The following is a general
description of these land-use classifications. (It is not intended that
these descriptions establish land-use regulations, but rather, they are
intended to give the reader or property owner a concept of the type of
development to expect within the classification. )
1. Residential
The largest land-use category in terms of area designated by the plan
is "Residential . " The designations are described in units per gross
acre ranging from 0.2 units per acre to 12.0 units per acre. This
broad spectrum encompasses development ranging from the large-lot
life-styles expected to continue along Stillwater Creek until sewers
arrive to multiple-family development where easy access is derived
from Highway 44.
a. 0.2 dwelling unit per acre
This density is applied along Stillwater Creek. This designation
requires a five-acre minimum parcel size and is intended to
provide for part-time or hobby farming.
b. 0.5 dwelling unit per acre
This two-acre minimum parcel size designation is generally
intended for areas where it is not anticipated that public sewer
and water will become available for ten or more years and in
steeper hillside areas. Development at this density is not
considered urban reserve as land development in two-acre fragments
will make subdivision and utility expansion difficult. Street
dedications in this designation should occur as if the area were
classified at 2.0 units per acre.
c. 2.0 dwelling units per acre
This is a single-family residential density with typical lot sizes
ranging from 15,000 to 22,000 square feet.
d. 3.0 dwelling units per acre
This is a single-family residential density with lots generally
ranging from 9,000 to 12,000 square feet in area. This designa-
tion is intended for conventional single-family subdivision
development in areas of flat to moderate slope.
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e. 4.0 dwelling units per acre
This is a single-family residential density with lots generally
ranging in area from 6,000 to 8,000 square feet. This designation
is suitable for areas of flat to nearly level slopes. Good access
is important to those areas so as not to overburden residential
streets that provide access to a large number of lots.
f. 6.0 dwelling units per acre
This is a transition classification that can be developed as
small-lot, single-family residential ; duplexes; planned-unit
development; low-density multiple-family apartments; and mobile-
home parks in appropriate areas. Full urban services must be
available, including adequate street access and utility capac-
ities. This classification is suitable for areas of flat to low
slopes, depending upon the form of development. The minimum lot
size for single-family homes would be 6,000 square feet and for
duplexes or multiple-family developments lots would average about
12,000 square feet.
g. 9.0 dwelling units per acre
This is a low-density multiple-family classification suitable for
duplexes, apartments, dwelling groups, planned developments,
condominiums, or mobile-home parks. Minimum lot sizes for
duplexes and apartments should average about 10,000 square feet.
Full urban services must be available and the site must be in
reasonable proximity to an arterial street.
h. 12.0 dwelling units per acre
This is a multiple-family density for apartments, dwelling groups,
planned developments, and condominiums. The lot size should
average about 10,000 square feet. Full urban services must be
available and the site must be in reasonable proximity to an
arterial street. Two-story construction would be typical .
i. Office/Residential
The "Office/Residential " classification is a transition use within
commercial areas or between commercial and residential areas. It
is especially suitable for areas where there is some mixed office
and residential use occurring already.
When property is used for residential purposes, the density should
not exceed 14.0 dwelling units per gross residential acre. When
used for office purposes, the office development and its accom-
panying off-street parking should be sited and arranged to protect
the living environment of the adjoining residences. The minimum
parcel size for residential development should be 12,000 square
feet.
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Policies
(la) Apply existing City (as annexation occurs) and County zoning
regulations appropriate to designated area plan densities.
(lb) The minimum residential building setback from Highway 44
shall be as necessary to site the residence outside of the
60 CNEL noise contour of Highway 44. Structures may be
allowed with the 60 CNEL contour upon demonstration that
noise-mitigating measures will be applied reducing interior
noise levels in sleeping quarters to 40 decibels and in
other habitable areas to 45 decibels, but in no case shall
the setback be less than 50 feet.
(lc) The minimum building setback from Highway 44 for other uses
shall be 30 feet.
(1d) Subdivision, parcel map, and use permit approvals shall
require necessary right-of-way dedications and street
improvements to provide public street access to the develop-
ing property.
(le) Residential development adjacent to Highway 44 or an
arterial street, as designated by this plan, shall require a
noise impact analysis considering existing and projected
traffic volumes and application of appropriate noise miti-
gation measures and uniform fence treatment.
(1f) Single-family lots shall not front on arterials.
(1g) Landscaping and screening shall be required between Highway
44 and any abutting residential development; said improve-
ments shall consist of a 3-foot-high landscaped earth berm
with a 5-foot-high solid masonry wall (or eight-foot-high
masonry wall without berm) with evergreen trees planted on
30-foot centers along the outside of the wall . Walls shall
be of decorative block. Landscaping shall include trees
with fall color.
(lh) Parcels developing without sewer or water service shall meet
Shasta County Health Department standards for septic
disposal and wells.
(1i ) The exterior elevations and building materials of projects
within 100 feet of Highway 44 shall be approved by the
Planning Commission
(1j) Where garages or carports are proposed to back along Highway
44, there shall be a minimum setback of 30 feet with land-
scaping between the garage and Highway 44. Enclosed garages
may satisfy the wall requirements in (ig).
(lk) All signs shall either be mounted on the building or be
monument signs. Roof signs shall not be allowed above the
roof peak or extend above a mansard.
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(11 ) Large multiple-family residential projects consisting of 75
or more units shall follow the design standards listed in
Appendix A.
2. Retail Commercial
The "Retail Commercial " classification is intended to provide
properly located areas to serve the convenience shopping needs of
people living in and using the plan area. In terms of the
Columbia Plan, the "Retail " designation is not intended to provide
areas for regional or community-wide consumer services. Retail
sites in the area are located on arterial streets to provide
optimum access and minimal disruption to residential areas. A
nine-acre retail site is located at the west perimeter of the plan
area where Shasta View intersects Highway 44.
Policies
(2a) Apply appropriate City or County neighborhood commercial
zoning classification.
(2b) Multiple-family dwellings shall be limited within the
"Retail Commercial " classification to a density not exceed-
ing 21.0 units per acre if zoned "C-2" or 9.0 units per acre
if zoned "C-1" and shall meet any applicable policies listed
in (la) through (11 ).
3. Service Commercial
The "Service Commercial " classification provides appropriate
locations for commercial activities not suitable for retail
commercial areas or directly related to serving residential areas.
Service commercial uses include auto and truck repair, mini-
warehouses and storage yards, wholesale and distribution centers,
wood fabricating, and construction supply yards. The uses allowed
in this classification often require screening from adjacent
streets and properties. Access needs for large trucks and other
heavy equipment are a consideration in the siting of service
commercial uses as well as potential impacts of noise, odor,
glare, and dust. Auto dismantling is a use inappropriate for the
"Service Commercial " classification.
Policies
(3a) Implement zoning for service commercial areas consistent
with the "C-6" Limited Service Commercial District or
"C-3-F" Service Commercial District utilized by the City of
Redding or "C-M" Heavy Commercial - Light Industrial
District utilized by Shasta County. These districts are
utilized to provide suitable locations for limited service
commercial uses that, through design and performance stan-
dards, will not substantially impact adjoining residential
uses.
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(3b) During the interim period between adoption of the area plan
and application of specific zoning regulations, the
following performance and development standards shall apply:
Maximum Height: 40 feet; not to exceed 20 feet within 50
feet of any residential classification.
Minimum Site Area and Width: 12,000 square feet and 100
feet, respectively.
Building Setbacks:
- Front: Ten feet, except where the property adjoins or is
directly across from a residential district, the setback
shall be 20 feet.
- Interior side yard: Not required except when the parcel
adjoins a residential district in which case a minimum
side yard of 20 feet shall be provided.
- Street side: Ten feet.
- Rear yard: Not required except when the parcel adjoins a
residential district, in which case a minimum rear-yard
setback of 20 feet shall be provided.
- Buildings adjacent to Highway 44 or Shasta View Drive
shall have setbacks of 30 feet and 20 feet, respectively.
Screening: Exterior storage other than employee and
customer parking shall be screened by a solid board fence,
masonry wall , or dense planting. Adjacent to any residen-
tial district and Highway 44, one of the following will be
provided:
- A 20-foot-wide planter with a 3-foot-high earth berm
together with a 5-foot-high solid fence.
- An eight-foot-high planted berm.
- An eight-foot-high solid masonry wall .
With each option, evergreen trees shall be planted on
30-foot centers.
Landscaping: All front-yard and street-side setback areas
shall be landscaped excluding driveways or walks located
perpendicular to the front property line. On properties
adjacent to Highway 44, a 5-foot-high landscaped earth berm,
a 3-foot-high earth berm with a 5-foot-high masonry wall , or
an 8-foot-high masonry wall shall be provided. With each
option, evergreen trees shall be planted on 30-foot centers
and shall be placed on the property line adjacent to the
highway.
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Required landscaping consists of a combination of plant and
nonplant material , provided no less than 50 percent of the
required landscaped area shall be living plant material ,
based on mature plant size.
Outdoor trash storage areas: All outside trash storage and
collection facilities shall be enclosed by a solid masonry
wall or- view-obscuring fence with masonry or steel corner
posts, at least one foot higher than the trash container.
Disposal containers shall not be located within any required
front-yard setback area or within 20 feet of a residential
district.
Noise:
- Noise levels within the "Service Commercial"
classification shall not average more than 65 db during
any 15-minute testing period as measured at the affected
property line from 7 a.m. to 10 p.m. or 55 db from
10 p.m. to 7 a.m.
- Uses in the "Service Commercial" District shall not cause
noise levels in surrounding residential districts to
average more than 60 db during any 15-minute testing
period as measured at the affected property line from
7 a.m. to 10 p.m. or 50 db from 10 p.m. to 7 a.m.
- Restrictions on days and hours of operation, building
• orientations, wall materials, and door openings may be
imposed on any discretionary permit as necessary to
reduce noise impacts on surrounding properties.
Access: Individual parcels must have frontage on a paved
public street with a minimum right-of-way width of 60 feet.
Parcels unable to acquire such frontage must have a recorded
access easement of at least 25 feet in width and not exceed-
ing 300 feet in length. These standards shall be a require-
ment of development of a parcel and may include off-site
street improvements necessary to provide public access.
Light and glare: Buildings and roofs shall be of
nonreflective materials and colors. All assembly-line
welding or other activities creating a flash-type light
shall be conducted so as not to be visible through building
openings or out in the open. All high-intensity on-site
lighting shall be shielded so that the source of illumina-
tion is not visible from adjacent streets and residential
properties.
Dust: All on-site driveways and parking areas shall be
paved with an asphalt or concrete material . Exceptions to
paving may be made by use permit for land and storage
intensive uses where heavy equipment is a prevalent use.
Such uses shall be required to use a dust palliative or
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provide constant watering on all unpaved traveled areas.
All outdoor storage areas shall be fully surfaced with AC
paving, chip and seal concrete, or gravel six inches deep.
Emissions: All uses shall place on file with City or County
Planning Department, a copy of any permit required by the
Shasta County Air Pollution Control District and/or Shasta
County Health Department.
Odors: No annoying odors shall be readily detectable beyond
the property line.
Vibration: No vibration shall be detectable without
instruments at the property line.
Electromagnetic Interference: No use shall produce
electromagnetic interference with normal radio or television
reception in residential districts or with the function of
electronic equipment beyond the property line.
Toxic or Noxious Matter: Compliance with all applicable
regulations and storage in a manner that will not
contaminate groundwater, surface water, or the land.
Radiation: Compliance with all applicable regulations.
Heat and Humidity: No nuisance beyond the property line.
• Liquid and Solid Wastes: Compliance with all applicable
regulations.
Parking: As per applicable City or County regulations.
4. Industry
Industry includes the whole spectrum of manufacturing, processing
and assembly uses, in addition to warehousing and wholesale sales.
Industry is the appropriate classification for extensive outdoor
activities such as auto dismantling, wood processing, or aggregate
plants. Industrial uses have the greatest potential for creating
conflicts with adjoining land uses and for attracting truck
traffic too heavy for local streets.
Land-extensive industrial uses are also typically the only urban
use that is compatible with noise and safety standards applicable
to airport approach zones which extend from the end of the air-
craft runways. Industry can accept the higher noise levels (70
CNEL) associated with airports and also support activities that
maintain a low population density in accordance with standard
airport safety practices. Presently, the Enterprise Skypark is
not generating noise levels as high as 70 CNEL.
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The "Industry" designation is the appropriate land-use classifica-
tion for auto-dismantling yards which have become a prevalent use
within the Columbia Plan area. There are presently approximately
30 acres within the plan area which are committed to use as auto-
dismantling yards. This is by far the highest concentration of
such uses in the County and is basically an indication of the
mutual support basis of the business and a certain amount of
community acceptance within the area for what is typically con-
sidered a locally undesirable land use. Generally, these existing
yards have been established without improvements, such as paved
access, paved parking, standardized fencing and screening, dust
control , and noise regulations.
Given the existing congregation of auto dismantling in the area
and the difficulty of siting such uses in other parts of the City
or County, it is the intent of this plan to establish the
"Industry" designated properties for future expansion of existing
dismantling yards or new dismantling yards and other industrial
uses.
Policies
(4a) Implementation of the standards specified by Policy 3b.
(4b) Auto dismantling, recycling, or other salvage uses shall be
subject to the following in addition to those standards of
Policy 3b:
• Fencing: All yards shall be fully enclosed by a solid
sight-obscuring fence or wall not less than six feet nor
more than eight feet in height. Street-side fences or
fences adjacent to residential districts shall be con-
structed of masonry block, concrete, or heavy steel with
block posts. Corrugated metal roofing material shall not
satisfy this requirement. Internal property line fences may
be wood or corrugated metal with block or 8 x 8 treated wood
posts. All gates shall also be sight obscuring and may be
of chain link with wood or plastic inserts or heavy gauge
steel . All fencing shall be continually maintained in a
sight obscuring and aesthetically pleasing manner.
Fencing shall be subject to the building front yard and
street side-yard setback requirements.
Stacking of Vehicles/Materials: Vehicles, materials, or
equipment shall not be stored, maintained, or used so to be
above the height of the sight-obscuring fence, except as
follows:
- When not in use, mechanical equipment designed to move
under its own power, such as cranes and loaders, shall be
stored such that it is located a minimum distance of 40
feet from any property line.
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- Except for equipment as described above, all other
mechanical equipment with a height exceeding that of the
sight-obscuring fence shall be located a minimum distance
of 40 feet from any exterior property line.
Dismantling Area Location/Time of Operation: Any
dismantling within 300 feet of a residential district shall
occur within a building or within a three-walled masonry
structure with an open wall and doors oriented away from
residential district. Adjacent to a residential district,
crushing activity shall be limited to two days per month and
crushing and dismantling activity limited to between the
hours of 8 a.m. and 7 p.m. , Monday through Saturday.
Loading/Unloading Operations: All operations in conjunction
with said uses, including but not limited to, the loading,
unloading, and storage of automobiles, materials, equipment,
and items for sale, shall be conducted entirely within the
fenced area of the property. Adequate space shall be pro-
vided within the fenced yard area to park all vehicles and
equipment and to store all containers, etc. , utilized in-the
operation of the business.
Ground Surface: The ground surface of the yard area shall
be cleared of all grass, weeds, and other combustible
vegetation and driveways paved or graveled and treated with
a dust palliative as necessary to control fugitive dust.
• Surface Drainage: The owner/operator of any dismantling or
salvage yard shall insure that motor oil , transmission oil ,
brake fluid, or any other petroleum product or lubricant
does not enter any public storm-drain system or run onto
adjacent streets and property.
Burning: Burning of dismantled vehicles, parts thereof, or
waste materials is not permitted.
Fire Protection: Water service shall be provided on the
site and connected so as to provide fire protection to every
part of the property in accordance with the requirements of
the Fire Marshal ; a dry chemical extinguisher is required at
all locations where an acetylene torch is utilized; a
20-foot-wide fire-truck access lane shall be provided and
maintained as required by the Fire Marshal .
Parking: All customer parking shall occur outside of the
enclosed yard and shall under no circumstances be utilized
for the storage of inoperable vehicles or parts.
(4c) Noise:
- Noise levels in the "Industrial" classification shall not
average more than 70 db during any 15-minute testing
period as measured, at the affected property line from
7 a.m. to 10 p.m. or 60 db from 10 p.m. to 7 a.m.
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- Uses in the "Industrial" classification shall not cause
noise levels in surrounding residential districts to
average more than 60 db during any 15-minute testing
period as measured at the residential property line from
7 a.m. to 10 p.m. or 50 db from 10 p.m. to 7 a.m.
- Restrictions on days and hours of operation may be
imposed on any discretionary permit as necessary -to
reduce noise impacts on surrounding properties.
Nonconforming Uses
Nonconforming use is typically a zoning term applied to an
existing land use that was established prior to, and isnot
consistent with, the zoning district in which it is located.
In the case of this plan and the following two policies, the
term is expanded to include existing auto dismantling and
similar uses that, although in an approriate zone of
land-use designation, do not meet the development standards
of the plan.
(4d) Any auto dismantling, materials recycling, or salvage yard
existing in the plan area which does not conform to the
provisions of the plan shall not be issued any permit for
expansion or improvement beyond the existing use. Any use
of the property shall be in accordance with the adopted
land-use designation applicable to the property.
(4e) Recognition of an area for wrecking yards carries with it
responsibility for both City and property owner. While the
plan takes care of future yards, the plan must also address
the upgrade of existing yards. Accordingly, each existing
wrecking yard at the time of annexation to the City shall
enter into a contract to upgrade their facilities to the
standards herein over a period of five years with improve-
ments to take place each year. In the event such upgrade
does not occur, the land-use designation for the site shall
revert to "Residential , 12.0 units per acre. "
5. Greenway
"Greenway" is open space consisting of the 100-year floodplain of
Stillwater Creek and land with a slope in excess of 20 percent.
The floodplain is based upon the FEMA mapping prepared for Shasta
County. The basic intent of the designation is to protect the
riparian habitat of the creek and to discourage development that
could be endangered by flooding. "Greenway" also benefits a plan
area by providing relief from urbanization, buffering various
land-use activities, and can be used for a trail system or other
passive recreational uses if acquired by the public. Because of
these values, greenways should not be urbanized or defaced and
some public access should be strived for. The "Greenway" desig-
nation should also be applied where it can be determined that the
rare plant Orcuttia tenuis exists.
13
•
i : 1 .
Policies
(5a) Application of floodplain zoning regulations within the
100-year floodplain of Stillwater Creek.
(5b) Dedication to the public of open space consistent with the
"Greenway" designation of the area plan shall be required as
a condition of development approval on parcels adjacent to
Stillwater Creek.
(5c) Proposed developments within the southern portion of the
plan area shall be required to submit a survey by a quali-
fied botanist as to the existence of the rare plant Orcuttia
tenuis within the project area. If such habitat is docu-
mented, the proposed development shall be designed so as to
leave the habitat undisturbed and protected in a manner
approved by a qualified botanist.
B. ENTERPRISE SKYPARK
The Enterprise Skypark is a privately owned, basic utility airport operated
on 15 acres by the Enterprise Flying Club, Inc. , a nonprofit organization.
The land is not owned by the flying club, rather, the Skypark is operated
on the basis of a lease which expires in the year 2003. The airport site
is very narrow, approximately 195 feet in width and 3,427 feet long. The
actual paved runway is 45 feet wide by 2,990 feet long. The useable runway
length is limited to about 2,400 feet due to a displaced threshold from a
southerly approach to avoid existing structures. Approximately 30 aircraft
• are based at the Skypark with permanent parking facilities for 50. An
estimated 17,500 operations (landings and takeoffs) occurred in 1986. This
represents a 10-percent increase in operations since an estimate made in
1980. The Skypark is bordered immediately to the west by several single-
family residences oriented directly toward the airstrip. Many of these
homes include airplane hangars. To the east of the airport, there is a mix
of single-family residential uses and service commercial uses. The
property to the north is undeveloped and Highway 44 borders the Skypark to
the south.
The City of Redding General Plan designates the Skypark as
"Public/Institutional" and the Shasta County General Plan designates the
Skypark property "Industry," although neither plan specifically addresses
through land-use policy the long-term use of the facility. The City of
Redding Noise Element, in recognition of potential noise conflicts between
the Skypark and nearby future development, recommends that the existing
level of air-traffic operations be limited to its current level . This
could be accomplished through adoption of a land-use pattern on the General
Plan establishing the Skypark as a nonconforming use.
Clearly, the main issue presented by the Enterprise Skypark is that of
land-use compatibility. Since its inception in 1965, the Skypark has been
able to avoid this issue mainly due to the relatively slow development of
surrounding property. This condition will not continue into the future as
development expands eastward along the Highway 44 corridor and sewer
14
•
service is extended into the plan area. As this development occurs, the
safety and noise concerns presented by the Skypark will increase
accordingly.
Safety
Areas near airports are exposed to various levels of accident potential
depending upon the type of aircraft using the airport, the amount of
aircraft traffic, local weather conditions, and flight patterns as they
relate to adjacent land uses. In any case, statistics bear out that the
majority of aviation accidents occur on airport property and within the
traffic pattern boundary. In response to the implications of this data,
land-use planning around airports has included the establishment of "safety
zones" in order to minimize the exposure of life and property to aircraft
accident hazards. Although not regulated by the Federal Aviation
Administration, the FAA recommends that the following ground surface and
airspace surface safety zones be implemented for basic utility airports
such as the Enterprise Skypark, as contained in Federal Aviation
Regulations, Part 77.*
Clear Zone: An area at ground level , extending beyond the runway surface
and underlying the approach surface, which must be kept clear of structures
or concentration of people. For a utility airport, FAA clear zones are
fan-shaped (trapezoidal ) , beginning at a width of 250 feet at a point 200
feet from the end of the runway and increasing to a width of 450 feet at a
distance 1,200 feet from the end of the runway. FAA standards require that
the airport owner have an "adequate property interest" in the clear zone
area in the form of fee simple ownership or long-term lease, in order that
• the clear zone can be protected from future encroachments.
Transition Zone: An area extending 1,000 feet from either side of the
runway in which a structure height restriction of one foot of vertical
height for seven feet of horizontal distance is applied (vertical slope of
7:1).
Approach Zone: The approach zone is an extension of the trapezoidal shape
of the clear zone up to a combined distance of 5,000 feet with a width of
1,250 feet at its end. Limited structures and concentrations of people are
typically permitted as regulated by applicable safety policies. In order
to protect the ascent and descent path of aircraft, a height limitation of
1 foot of vertical height for every 20 feet of surface distance (vertical
slope of 20:1) is typically applied. These height limits are an FAA
standard but enforcement is a local government responsibility. There are
no uniform standards for land-use safety policy applied by FAA or Caltrans
Division of Aeronautics.
Extended Approach Zone: In February 1979, the Shasta County Airports Land
Use Commission passed Resolution No. 79-1 adopting specific policies to be
applied to land use or land division permits in the vicinity of publicly
owned and private publicly used airports in the jurisdiction of Shasta
County. The policies as contained in Resolution No. ALUC 79-1 were
*The Enterprise Skypark is licensed by the California State Division of
Aeronautics which has no safety zone standards of its own, but recommends FAA
safety criteria.
15
411 . 411
subsequently applied by the County to the Oak Mesa Subdivision, a land
division effecting property adjacent to and north and west of the Skypark.
The recorded map for Oak Mesa Subdivision, which was recorded in 1980,
created a rectangular-shaped airport safety zone 1,000 feet wide and 2,000
feet deep, centered at the north end of the Enterprise Skypark runway.
Within this safety zone labeled "extended approach area," an "airports
hazard approach zone surface" of standard trapezoidal dimensions was also
created. This "airports hazard approach zone surface" is slightly larger
than the clear zone defined above.
Airport Standards/Existing Conditions
This section provides a comparison of the above described standards and the
existing status of the Skypark. Table 1 outlines the Federal Aviation
Administration recommended standards for a basic Utility I Airfield, which
is the lowest level established by the FAA. The comparison reveals the
following deficiencies:
Clear Zones: At the north end of the runway, there effectively is not a
clear zone, as the property is not under the control of the Enterprise
Flying Club. Presently, the land is vacant. The "extended approach area"
and "airport hazards approach zone surface" applied to approximately 46
acres of the Oak Mesa Subdivision severely restrict use of these areas.
The local government jurisdiction has the option to impose restrictions
prohibiting structures but normally imposes development restrictions as
strong as these only where there is a clear public purpose.
For the most part, the clear zone at the south end of the runway falls
within the airport lease property, Highway 44 right-of-way, and City
parkland. In 1979, the City of Redding, upon approval of the tentative
maps of the Clover Creek Estates and Forest Hills Ranchettes tentative
subdivision maps, reserved for open space and park purposes, property
within the clear zone at the south end of the Enterprise Skypark runway.
This property, which lies south of Highway 44 on both sides of Clover Creek
Street, was dedicated to the City upon recording of the final maps.
However, the southerly clear zone is encroached upon by the airport club-
house, a commercial structure immediately to the east of the clubhouse, and
the rear yards of three residential lots south of Highway 44.
Approach Zones: At the north end of the runway, the aforementioned
"extended approach area," created by the Oak Mesa Subdivision serves to
extend land-use limitations beyond the clear zone. Although not trape-
zoidal in shape, as suggested by FAA standards, a rectangular safety zone
is not uncommon. The 1,000-foot by 2,000-foot area at the north end of the
runway assumes most accidents and noise impacts will occur in the immediate
vicinity of the runway end. There is no form of an approach zone land-use
regulation at the end of the south runway.
The purpose of adopting an approach zone is to limit structure height as
established by FAA standards and also to discourage concentrations of
people. North of the runway, the opportunity would appear to be available
to accomplish this but that opportunity has been lost south of the runway
due to past urbanization. The area north of the runway falling within the
FAA trapezoidal standard is in large residential parcels ranging from 1 to
16
' • ' s
Table 1
Basic Utility Stage I Airfield
Design Standards
Item
Pavement strength: 12,500 pounds -
Runway:
Length 2,750. feet-
Width -60 feet -
Runway safety area (width) : 120 feet
Beyond runway end (length) : 240 feet
Taxiway width: 25 feet
Runway centerline to:
Taxiway centerline 150 feet
Aircraft parking area 125 feet
Building restriction or property line 125 feet
Taxiway centerline to:
Fixed or movable obstacle 44 feet
Parallel taxiway centerline 69 feet
Source: FAA Advisory Circular 150/5300-4B Charge 7 "Utility Airports--Air
Access to National Transportation," 1983.
17
411 •
20 acres. A strict density limitation applied through subdivision and
land-use regulation could assure low concentration of people, as could
certain commercial/industrial uses. To the south, a significant portion of
the approach zone is already in single-family subdivisions at a density of
approximately 3.0 units per acre. Although there is no definitive- .stan-
dard, a density of 1.0 dwelling unit per acre could be considered a maximum
concentration of population in an approach zone. It should be noted that
the multiple-family classification west of the Skypark was created—to
offset a greenway area north of the Skypark when the City of Redding's
Enterprise Plan was adopted.
Transition Zones: Two commercial buildings east of the runway exceed the
height limit allowed by the 7:1 vertical slope in the transition zone.
West of the runway, some of the hangar structures may exceed the height
standard.
Runway: The existing paved width of the runway is 40 feet with a distance
from the runway centerline to the property line of 98 feet. The FAA
recommends minimum dimensions of 60 feet and 125 feet, respectively.
Existing Airport Safety Policy
The predominant existing policy is ALUC Resolution No. 79-1 mentioned
above, which sets forth certain land development policies within defined
airport safety zones around public use airports. This resolution is
attached as Appendix "B. " As the resolution affects the Enterprise
Skypark, the standards appear to be advisory in nature except when adopted
as conditions of approval of a discretionary permit. The State Public
• Utilities Code stipulates that ALUC review applies only when an airport
land-use plan has been adopted by the ALUC for the airport of concern.
It is the intent of this plan to fulfill that requirement.
Basically, the standards contained in Resolution No. 79-1 establish land-
use restrictions within an airport's projected 1995 55 db CNEL noise
contour, clear zone, and extended approach area. It is recommended that
all residential , commercial , and manufacturing uses be prohibited in a
clear zone; that no residential use and only low-population commercial uses
be allowed in an extended approach area, and that only low human density
levels be permitted within the projected 55 CNEL contour. The standards
also contain provisions in regard to noise protection, radio, light and
glare interference, structure height, and agricultural uses near airports.
Noise
There have not been any City or County noise tests prepared for the
Enterprise Skypark. A noise study was prepared in 1980 by Terra-Scan
planning consultants for a property owner near the Skypark using a long-
term projection of 32,000 annual operations. The Terra-Scan study con-
cluded that the projected 55db Community Noise Equivalency Level (CNEL)
would be approximately 230 feet from the runway centerline. The 55-CNEL
contour, therefore, would affect nearly all of the residential parcels
fronting the west side of the runway and encroach 130 feet into the commer-
cial properties on the east side. The 1986 number of annual operations is
estimated to be 17,500.
18
•
California Airport Noise Standards define the noise threshold at which a
potential for annoyance occurs as a CNEL value of 65 db. The Terra-Scan
report did not plot a 65-CNEL noise contour, but such would obviously be
closer to the runway than the above described 55 CNEL contour.
The Noise Element of the Redding and Shasta County General Plans
establishes the maximum noise level of 60 CNEL for residential uses and 65
CNEL for commercial uses. Since the residential lots adjacent to the
runway on the west are oriented to the Skypark, that use is not considered
a conflict. On the east, the adjacent commercial uses are noise com-
patible. To retain the Skypark and designate land east of the runway
"Residential" could present marginal noise conflicts unless that develop-
ment is in some way oriented to the Skypark. It is concluded that noise
impacts from the Enterprise Skypark should not significantly affect any
land-use decisions in the plan area, provided there is not a significant
increase in operations.
Land Use
The impact of the Enterprise Skypark on the surrounding land-use pattern is
dramatic. The delineation of airport safety zones to meet generally
accepted airport safety standards greatly affects, in a restrictive nature,
the use of surrounding properties. To meet FAA clear-zone recommendations
and perpetuate the Skypark, the Columbia Plan designates an eight-acre
clear zone as "Greenway" (open space) at the north and south ends of the
Skypark runway. This designation also reflects shifting the runway 500
feet to the north to eliminate encroachments into the existing clear-zone
area at the south runway end. The combined 16-acre area to provide the
• clear zones consist of all or a portion of one parcel at the north runway
end and 12 parcels at the south end. The north clear-zone area is
currently undeveloped. The south clear zone is encroached upon by four
single-family residences oriented to the west side of the runway, two
hangars, the Skypark clubhouse/restaurant, and two mobilehomes and a
cabinet shop on the east side.
The plan also includes designation of a 10.5 acre approach zone to and
north of the north clear zone, extending to Old Alturas Road. The area
consists of a portion of four parcels containing two single-family
residences. The approach zone is designated for two-acre single-family
home sites.
It should be noted that the land-use patterns created by the Enterprise
Skypark affect utility extensions and traffic circulation. A logical means
of providing a collector street between Shasta View Drive and Old Oregon
Trail is the westerly extension of Viking Way to Shasta View Drive. The
presence of the Skypark obstructs this extension, and due to its extreme
north/south length, prevents other alternatives for providing access to the
plan area from Shasta View Drive. Further, the Skypark will likely resist
participation in certain assessment districts for utility improvements in
the area.
19
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•
•
To be recognized as a long-term land use by the Columbia Plan, the
Enterprise Skypark must meet certain minimum standards in order to be a
community asset warranting protection by the plan. To address the land-use
impacts of the Enterprise Skypark and in order to maintain its status on
the Columbia Plan, the following schedule of improvements, as outlined in
Exhibit D, should be made to assure the Skypark viability, protection of
itself and the public, and to bring about a compatibility with surrounding
land uses.
Exhibit D - Enterprise Skypark Improvements
By
December 1
of the Year
Below Improvement
1989 Acquisition in fee title and/or placement in public open-space
easement of both north and south clear zones.
1989 Use agreement with City of Redding and Shasta County limiting
uses of buildings acquired in safety zones to airport-related
uses, providing an acceptable level of insurance, and holding
both agencies harmless from airport-related accidents.
1990 Submission of an airport master facility plan to the Airport
Land Use Commission.
1991 Northerly extension of runway for a distance of 500 feet to
reduce conflicts with safety zones at south end of runway.
1992 Widening and resurfacing of runway to a width of 60 feet.
1992 Construction of taxiway/street separation between runway and
existing adjacent parcels on the west side of the runway,
including curbing to direct vehicular traffic away from the
runway.
1995 Acquisition in fee title of the approach zone at the north end
of the runway as identified by the plan or the purchase of
development rights exceeding one dwelling unit per five acres.
The development rights may be transferred to another property
upon approval of the Planning Commission.
1998 Acquisition of commercial structures east of the runway which
exceed 7:1 vertical slope in the transition zone.
2003 Acquisition in fee of airport property or negotiation of minimum
20-year lease at the time of expiration of existing lease.
Table 3 presents a land-use breakdown by acreage of the proposed plan.
24
411 ' 411
•
Table 3
Land Use
Use Acres
Residential :
r--5 acres . 82
1 u n�-t pe
1 unit per 2 acres 10.5
1 unit per acre
2 units per acre 43.5
3 units per acre 362.5
4 units per acre 127
9 units per acre 104.5
12 units per acre 124.5
Office Residential 51
Retail 11
Service Commercial 162.5
Industrial 120.5
Airport Service 22
Greenway 183.5
School 16
25
• III
Policies
(B1) The City/County Planning Commission shall receive a report in January
of each year to evaluate the Enterprise Flying Club's progress and
conformance to the schedule ofimprovements outlined in Exhibit D.
If the Commission(s) feel that there has been a lack of progress in
meeting the schedule of improvements, the Commission(s) may schedule
a public hearing to consider an amendment to the area plan designat-
ing the airpark a nonconforming use and amendment of the land-use
plan accordingly.
(B2) Land use and residential densities shall be as depicted on the
adopted land-use map. All other land-use policies of ALUC Resolution
No. 79-1 pertaining to the Enterprise Skypark shall apply.
(B3) An "Airport Service" land-use classification shall be applied to the
property under lease or ownership by the Enterprise Flying Club and
certain adjoining properties. The purpose of this designation is to
facilitate land uses typically associated with operation of a utility
airfield as follows:
a. Those activities involving the sale of aviation services for
profit to the general public, including maintenance, storing and
servicing of aircraft; sale of aircraft parts and accessories;
sale of aircraft fuel , lubricants and propellants; sale of aerial
survey photography and mapping service; sale of aerial taxi and
sight-seeing services; operation of nonscheduled and chartered
transportation; etc.
b. Those activities which involve the maintenance of facilities for
the basing and servicing of the aircraft of an individual ,
private organization, or corporation solely for its own benefit
and not for the public.
c. Areas required for airport maintenance of operating services such
as fuel storage, air navigational aids, and hangar and tie-down
areas.
d. Areas encompassing the airport service buildings, automobile
parking lots, and service and passenger roads.
e. Areas set aside or used for the operation of aircraft, including
areas to be reserved for protection from encroaching obstructions
or facilities such as clear zones, runways, and taxiways.
26
111 410 .
C. TRAFFIC AND CIRCULATION
Full development of the plan area will generate an estimated 52,000 vehicle
trips per day. These projections are based on the standard traffic
generation factor of 10 daily trips per single-family residence, 6 daily
trips per multiple-family residence, and 60 trips per acre per day for
service commercial and industrial acreage. It should be noted that full
build out is not anticipated to occur until well beyond the year 2000. It
should also be kept in mind that these trips will be dispersed throughout
the planning area and do not represent traffic on any one individual
street.
Although the projected traffic volume appears significant, the basic
arterial framework necessary to carry this traffic already exists or has
been planned for. Access to the plan area is provided by Highway 44, Old
Oregon Trail , and Old Alturas Road. Shasta View Drive will extend along
the west boundary of the area between Old Alturas Road and Highway 44, as
future development occurs. With the existence of such a network of
arterial streets and the relatively undeveloped nature of the plan area,
existing traffic issues are negligible. However, it should be noted that
none of the arterial streets are currently constructed to a full four-lane
section and most internal streets are rudimentarily developed. As growth
occurs within the plan area, these streets will need to be widened and
improved. It is not expected that future growth will cause capacity
problems on any of these streets if improved to arterial standards.
Development of this area along with the general growth of the City will
increase pressure to make the Shasta View/Highway 44 interchange into a
grade separation.
The City of Redding Circulation Element of the General Plan identified
certain future street network improvements or modifications that effect the
plan area as follows. In addition, Table 4 summarizes the existing and
future roadway standards of the major streets within the plan area.
. Old Alturas Road - The roadway is planned as a four-lane arterial
street.
. Old Oregon Trail and Highway 44 interchange - There is noted a need for
future ramp signalization and expanding the overcrossing to four lanes.
. Shasta View Drive - Is planned to be extended as a four-lane arterial
street from Highway 44 north to Highway 299 East. A full four-lane
interchange will be needed at Highway 44.
. Tarmac Road - Traffic forecasts indicate the need for an extension of
this road between Shasta View Drive and Old Oregon Trail . Tarmac Road
will serve as a collector street for the southerly portion of the plan
area. The intersection with Highway 44 should also be relocated
northerly to a point on Shasta View Drive.
. Old Oregon Trail - This road is also planned as a four-lane arterial
street. The nature of existing development along this roadway, pri-
marily the existence of a number of relatively small lots adjacent to
the right-of-way, which require direct access and create right-of-way
27
411
acquisition problems caused by existing structures adjacent to the
roadway, limit the ability to widen this arterial to four lanes along
the present alignment. As a four-lane arterial will be eventually
required to serve the plan area, realignment of Old Oregon Trail is
warranted.
An additional east/west collector connecting Shasta View Drive and Old
Oregon Trail north of the proposed Tarmac Road extension may be desirable
but is blocked by Enterprise Skypark.
The plan area also contains an existing network of unimproved private
easements and publicly used roads. The lack of paving improvements creates
problems associated with dust, erosion, drainage, pedestrian hazards, and
maintenance. As development and redevelopment occur, these roads need to
be improved to urban standards, including the acquisition of public right-
of-way.
Another circulation issue of note is that of restricting commercial traffic
use of streets providing access to residential areas. Of major concern is
the truck traffic associated with the existing auto-wrecking yards and
other industrial and heavy commercial uses located between the Enterprise
Skypark and Abernathy Lane and off Viking Way. Because of the difference
in construction standards, noise impacts, and safety and aesthetic con-
siderations associated with large trucks, streets providing access to
commercial and residential districts should be segregated to greatest
extent possible, while still providing a functional circulation system.
Presently, Abernathy Lane in a north/south direction and Viking Way in an
east/west direction, are the main access roads to the industrial area
containing the majority of the auto dismantling yards. These are unim-
proved private roads or easements which will eventually also provide
primary access to the bulk of undeveloped residential property in the
center of the plan area. To discourage conflicting residential/commercial
use of these streets and to avoid having single-family residential and
industrial uses across the street from one another, the plan proposes the
provision of an alternative access to the heavy commercial and industrial
area east of the airport. This access will be provided by development of
Dell Lane, which intersects Tarmac Road west of and parallel to Abernathy
Lane and/or another street between Dell Lane and Abernathy Lane. In either
case, there is no recorded right-of-way or easement for these streets,
although Dell Lane physically exists and is partially paved. Right-of-way
dedication and street improvements must occur as a condition of development
in the commercial/industrial areas. To further discourage through commer-
cial/industrial traffic, Dell Lane should terminate in a cul-de-sac at its
north end and Viking Way should terminate in a cul-de-sac prior to its
intersection with Abernathy Lane. Again, the objective is to restrict
commercial traffic to the commercial areas and eliminate commercial traffic
on residential streets.
A second access to the commercial/industrial district in the east portion
of the plan area could be provided by the extension of Viking Way west to
Shasta View Drive. This extension is currently precluded by the airport
runway. Should the airport use terminate in the future, the extension of
Viking Way would be a convenient access route to the commercial/industrial
28
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• •
area. Howeier_,__consideration .must_._he.__given to what_ .l.and-use designation
would be applied to the airport property in light of the impact of
commercial/industrial traffic.
Policies
(C1) As a condition of development approval., require right-of-way
dedication and construction of full or partial street improvements on
existing arterial streetsand :necessary local streets, - in accordance
with the schedule in Table 4.
(C2) Major developments, such as a single-family subdivision or
commercial/industrial development on a site-containing--th-ree acres or
more, may be required to acquire and improve off-site right-of-way to
provide paved access from a public street.
Es_tablis.h_ .and record a plan 1 i ne_for the .rel ii nment of Old Oregon_, •
Trail .
(C4) Establish Dell Lane, or another north/south street between Abernathy
Lane and the Enterprise Skypark, to provide access to the adjoining
Industrial and Commercial properties.
(C5) Establish a benefit fee system encompassing both City and County
jurisdictions for those developments not adjacent to but benefitting
from an arterial street access to contribute to off-site improvements
to the arterial system, including widening, signalization, and
overcrossings.
(C6) Where feasible, direct access from an arterial street shall be
prohibited from residential lots and restricted from other uses;
local street access shall be provided for those properties fronting
an arterial .
(C7) The City and County shall assist in the formation of assessment
districts to upgrade existing substandard width and unimproved roads.
(C8) Access to commercial and industrial districts shall be discouraged
through or adjacent to residential districts.
(C9) Explore tax-increment financing as a means of upgrading street and
drainage improvements.
(C10) Provide for bikeway along arterial streets. (Exhibit E depicts cross
section for streets in the plan area when they are improved to the
final cross section. )
D. SEWER AND WATER
That portion of the plan area west of Old Oregon Trail , with the exception
of the extreme northeast corner, is currently within the sewer service
boundary of the Clear Creek Regional Wastewater Treatment Facility. The
entire plan area is also within the service boundary of the proposed
32
III ' •
Stillwater_ Regional Treatment__Plant.... .At._.present.,_.there. are. no. sewer trunk
lines providing service to the area. As such, regardless of which treat-
ment facility the plan area becomes tributary to, a major trunk-line
extensi..on__must be constructed. to._provide.. erytce. _._It__i._s_..an_t.icipated that
such an extension will be accomplished via the Clover Creek Sewer
Assessment District and/or the establishment of sewer benefit fees.
•
Water service to the amendment area is provided predominantly by the Bella
Vista -Water District wi_tft the,_City of_-Redding providing service to approx-
imately 340 acres along the western boundary. In the case of both systems,
water mains and distribution systems will have to be extended as develop-
ment occurs. One issue of concern in regard to water supply is the pro-
vision -of- adequate fire flows for urban-typre—tevelapment withiin the Bella
Vista Water District. The District's system has been essentially designed
and constructed to accommodate agricultural and rural development demands.
For the most part, existing line sizes and pressures, would not - be
,ufficientfor.,_a fire protection system.,_
Policies
(D1) If public sewer and/or water is not available, prior to issuance of a
building permit, a sewage disposal permit and/or well permit shall be
procured from the Shasta County Department of Environmental Health.
Minimum parcel sizes may exceed that established by this plan, in
accordance with the requirements of the Health Department.
(D2) The City and/or County should assist in the formation of assessment
districts and establish special benefit fees to fund sewer and water
• trunk and distribution line extensions within the plan area consis-
tent with Master Water and Sewer Plans. Reimbursement agreements may
be another viable means of encouraging extensions and oversizing.
(D3) No parcel should be allowed to develop without an adequate water
source and fire flows available for-fire- protection as determined by
the City or County Fire Marshal and in accordance with ISO for the
type and extent of the use proposed.
(D4) No land division shall be permitted without provision of adequate
sewer and water facilities.
E. FLOODING AND DRAINAGE
The major drainage feature within the plan area is Stillwater Creek, which
forms the east boundary of the area. This watershed encompasses 67 percent
of the plan area. The remainder of the area drains to Churn Creek and
Clover Creek. The 100-year floodplain of Stillwater Creek has been iden-
tified by the Federal Emergency Management Administration with the accom-
panying floodplain mapping adopted by Shasta County. The plan designates
the Stillwater Creek floodplain as "Greenway."
Approximately 46 percent of the plan area drains to the south necessitating
a crossing of Highway 44. This area mainly consists of the plateau portion
of the plan area where large expanses of standing water now occur after
storms due to the flat terrain and impermeable soils. The City of
Redding's Master Drainage Report identifies a need to improve the
Highway 44 drainage crossing within the plan area to accommodate runoff
from future development.
33
4 e
Flooding does occur on Clover Creek to the south of the plan area.
Development of this northern portion of the watershed will exacerbate this
problem. There is no system of drainage improvements or courses within the
plan area. Natural drainage flows are often interrupted by roads creating
water blockages and road deterioration. A master storm-drain plan for the
area should be prepared and used to coordinate drainage improvements as
development occurs together with equitable benefit fees.
Policies
(El) No structures shall be constructed within the 100-year floodplain of
Stillwater Creek as shown on the most current flood insurance rate
maps prepared by the Federal Emergency Management Agency. The
100-year floodplain shall be designated on the area plan as
"Greenway." Agricultural uses may occur in flood-fringe areas.
(E2) Dedication of public open space or open-space easements consistent
with the "Greenway" designation of the area plan shall be required as
a condition of development approval on parcels adjacent to Stillwater
Creek.
(E3) Parcels wholly within the 100-year floodplain of Stillwater Creek may
be issued construction variances in accordance with the applicable
County "F2" Restrictive Flood and City "FP" Floodplain Districts.
(E4) Any development contributing significant additional direct runoff to
Stillwater Creek or Clover Creek shall acquire a discharge permit
from the Regional Water Quality Control Board prior to issuance of a
• building permit.
(E5) Establish a benefit fee system encompassing both City and County
jurisdictions, to contribute toward construction of downstream
drainage improvements and improvements identified by a master storm-
drain plan.
(E6) Any project proposed within the Clover Creek watershed may be
required to prepare a downstream drainage impact analysis. Projects
shall be designed to provide for no significant increase in peak
drainage flows leaving the project site and/or the developer may be
required to obtain a "drainage release" from downstream property
owners.
F. PARKS
There are no existing public park facilities in the plan area.
Policies
(F1) Neighborhood parks shall be developed in the residential areas as per
Chapter 17.42 of the Redding City Code.
(F2) Where land is dedicated for a park pursuant to Chapter 17.42, the
residential credit for the dedicated area may be transferred to the
remainder of the subdivision, provided the intent of the General Plan
and zoning is retained.
34
. • .
APPENDIX A
MULTI-FAMILY RESIDENTIAL DESIGN CRITERIA
A. GENERAL BUILDING DESIGN AND ORIENTATION
1. Large multi-family projects (exceeding 75 units) shall incorporate
design variation within the project to create a sense of uniqueness and
individuality. Large complexes using the same building design,
materials, and colors should be avoided.
Design elements which achieve these objectives include: separate
clustering of building groups with extensive open-space and landscape
buffering between projects; variation in building elevations and
configurations between projects; variation in building heights; use of
different building materials or combination of different materials;
contrasting color schemes between projects.
2.- The monotony of straight building lines of all units shall be remedied
through limiting the size of individual buildings or units, staggering
of units, variation of exterior building materials on adjacent units,
use of intensive landscaping, or other methods.
3. Multi-family buildings adjacent to public streets shall be designed and
oriented to minimize the likelihood of on-street parking by project
residents. Examples of acceptable design and building orientation are:
- minimize location of main entry doors of units facing the public
street;
- orient ends of building toward public street;
- break up long buildings containing many units into smaller building
clusters or incorporate a breezeway through midsection of a long
building which provides closer access to off-street parking area
for residents; and
- locate off-street parking areas between the public street and
building (off-street parking area to be located and screened behind
bermed landscape setback area - Section B-3) .
4. All mechanical equipment (including public utility boxes and
particularly exterior wall-mounted air-conditioning units) shall be
attractively screened.
5. Buildings shall be designed and oriented to reduce overview of private
backyards and patio areas of on-site and adjacent developments and
windows from second-story units.
6. Accessory structures shall be compatible in design and materials with
main building.
7. Communal facilities shall be centrally located.
35
•
8. Recreational facilities shall be located and/or designed so as not to
create a nuisance to surrounding units or to impact adjacent
properties. Sufficient setbacks, landscaping, and berming between
recreation facilities and surrounding units shall be provided to
minimize noise and visual conflicts.
9. Site planning shall minimize the incidences of one building shading
another.
10. Private outdoor or garden areas shall be oriented to the south as much
as possible.
11. The location of second story end unit windows shall be varied to
provide variety in exterior unit detailing and designed in such a way
as to reduce the incidence of overview into private first floor open
space areas.
12. A minimum building setback of 50 feet shall be utilized on
multiple-family projects from interior and rear property lines abutting
existing or future low-density residential developments where two-story
structures are proposed. A minimum setback of 25 feet shall be
required where single-story structures in multiple-family projects abut
existing or future low-density development.
B. OFF-STREET PARKING DESIGN CRITERIA
1. For the convenience of tenants and guests, and to encourage the use of
off-street rather than curbside parking and parking along private
• drives, parking spaces shall be located as close as possible to the
unit or communal facility it is intended to serve.
2. To discourage parking on the street and along private on-site drives,
physical barriers such as landscaping, berming, or wall segments shall
be incorporated into the project design.
3. Off-street parking shall be screened from the street by undulating
landscaped berming with a minimum three-foot height (as measured from
either the parking surface or street sidewalk, whichever is higher).
4. Surface parking areas and carport roofing shall be screened from
second-story units by trees or lattice and trellis work.
5. The setback from interior side and rear property lines shall be 10 feet
for open stalls and 15 feet for carports.
6. Evergreen trees shall be used for screening purposes along the
perimeter of parking areas.
7. Particularly within large open lots, deciduous trees should be utilized
to provide summer shading and winter sun.
36
0 Alb
8. There shalll be a ratio of at least one tree for every five parking
spaces planted throughout or adjacent to open and covered parking
areas. Rows of parking stalls, either open or covered, shall be broken
up by a tree planting approximately every ten spaces.
9. The parking stall depth may be reduced by two feet, if:
a. The two feet gained is incorporated into adjacent landscaping or
walkways.
b. For angled parking, the triangular space at the head of each stall
is landscaped (as a planter when abutting a sidewalk or
incorporated into adjacent landscaped strips).
10. The more efficient 90-degree parking arrangement shall be utilized when
possible, so as to minimize parking lot size.
11. For the most part, double-loading off parking aisles should be utilized
to minimize surfacing devoted to maneuvering area.
C. ON-SITE CIRCULATION
1. Minimum pedestrian/vehicle conflict should be sought in driveway/
walkway system design.
2. A display and unit location map shall be installed at each major
driveway entrance and any major walkway entrance to the project as an
aid to emergency personnel and a convenience to visitors. An auto
turnout lane shall be provided adjacent to directory map to eliminate
blocking of driveway entrance.
3. Walkway location shall assure convenient access between parking and
dwelling units.
4. Central pedestrian/bike paths shall provide convenient access to bus
stops, green belts, and public facilities.
5. Pedestrian crossings shall be provided at appropriate locations along
main drives and shall be accentuated by a change in surface textures.
6. Walkway connections between buildings and street sidewalks are
discouraged if they encourage on-street parking by residents.
D. BICYCLE STORAGE
1. One bicycle parking facility is required for every ten off-street
parking spaces required, excluding developments which provide
individual enclosed garages.
2. Bicycle racks and lockers shall be provided throughout the development.
37
111 111
E. LANDSCAPE AND OPEN SPACE
1. Landscape materials selected shall be:
a: Compatible with one another and with existing material on the
adjacent site.
b. Complimentary to building design and architectural theme.
c. Varied in size (1 and 5 gallon shrubs, 5 and 15 gallon, and 24-inch
box trees) .
2. Landscape treatment shall include:
a. The major treatment for all setback areas shall be lawn ground
cover and trees. At least 50 percent of the ground-cover treatment
within landscaped areas within the entire project shall be lawn.
Lawn areas shall be established by sodding or hydromulching when
conditions such as excessive gradient, anticipated seasonal rain,
etc. , may result in erosion or other problems.
b. Larger specimens of shrubs and trees along the site periphery,
particularly along setback areas adjacent to public streets.
c. Greater intensity of landscaping at the end of buildings or along
blank walls when those elevations lack window and door openings or
other details that provide adequate visual interest. This is
especially significant at the street frontage and interior side and
• rear property lines and for two-story structures.
d. Consistency with energy conservation efforts.
e. Trees located so as to screen parking areas and private first floor
areas and windows from second-story units.
f. Undulating landscaped berms located along street frontage and
achieving a minimum height of three feet measured off the street
sidewalk or the adjacent building pad or parking lot, whichever is
higher.
g. Deciduous trees shall be utilized along the south and west facing
building walls to allow solar access during the winter.
h. For crime deterrent reasons, shrubs planted below first floor
windows should be of a variety which has thorns and/or prickly
leaves.
i . Large growing street trees (preferably deciduous) shall be planted
within the landscape setback areas adjacent to all public streets
as a means of reducing outdoor surface temperatures during summer
months and to provide a visual buffer between the units and public
street.
3. Landscaping of parking areas is discussed in Section B.
38
Alb
F. TRASH ENCLOSURES
1. The walls of the trash enclosure structure shall be constructed of
solid masonry material with decorative exterior surface finished
compatible to the main residential structures. Split face concrete
block finish is recommended. Brick or tile veneer exterior finish
should be avoided.
2. The trash-enclosure structure shall have decorative heavy gauge metal
gates and be designed with cane bolts on the doors to secure the gates
when in the open position.
3. The trash enclosure facility shall be designed to allow walk-in access
by tenants without having to open the main enclosure gates.
4. The walls shall be a minimum six feet in height, more if necessary for
adequate screening.
5. The perimeter of the trash-enclosure structure shall be planted with
landscaping, including a combination of shrubs and/or climbing
evergreen vines.
6. The trash enclosure size and location shall be in accordance with the
City of Redding trash-enclosure standards.
7. Trash enclosures should be covered by an arbor, raised roof, or other
architectural treatment compatible with the project.
• 8. Driveways shall be built to carry sanitation trucks without breaking
down.
9. The enclosures shall be adequate in capacity, number, and distribution
to serve the needs of the project.
G. SIGNAGE
All signage shall comply with the City Sign Ordinance.
H. BUILDING SECURITY
Building security devices shall be provided in accordance with Chapter
16.09 of the Redding City Code.
39
• APPENDIX B
RESOLUTION NO. ALUC 79-1
•
•
SHASTA COUNTY AIRPORT LAND USE COMMISSION POLICIES
The following policies for land use and land use division have been adopted by the
Shasta County Airpnrt Land Use Comniission (Designated Body) to be applied to delib-
erations and decision making by the Commission and are hereby recommended to agencies
of Government with regard to application of regulations on lands nearby municipal
airports, other publicly- owned end private, publicly used airports in Shasta County.
1. It shall be the policy of the Shasta County Airport Land Use Commission (Desig-
nated Body) to recommend "Low Human Density" levels and kinds of land uses in •
all areas affected by the projected 1995 noise levels at or greater than 55
CNEL, or within the Airport influence Areas otherwise adopted by the Airport
Land Use Commission in the vicinity of publicly used airports.
2. It shall be the policy of the Shasta County Airport Land Use Commission
(Designated Body) to recommend no residential , commercial or manufacturing
land uses within Airport Clear Zones.
3. The Shasta County Airport Land Use Commission (Designated Body) specifically
encourages the use of open or enclosed storage and warehousing; trucking yards;
new and used implement and vehicle sales, repair, manufacturing and contractors
yards; and similar uses in the F.A.A. Extended Approach Area. If the F.A.A.
designation has not been made, then the following shall apply:
• a. In the case of an airport which uses an Airport Hazards Approach Slope
of 50:1 , that area centered on the projected centerline for a distance
of 5000 feet in length measured from the ends of the runway and• 2500
feet in width.
b. In the case of an airport which uses an Airport Hazards Approach Slope
of 20:1 , that area centered on the projected centerline for a distance
of 2000 feet in length measured from the ends of the runway and 1000
feet in width.
4. It shall be the policy of the Shasta County Airport Land Use Commission (Desig-
nated Body) to recommend that no structures designed for human dwellings, be
permitted to be constructed or moved into the F.A.A. Extended Approach Area.
If the F.A.A. designation has not been made, then the following shall apply:
a. In the case of an airport which uses an Airport Hazards Approach Slope of
50:1 , that area centered on the projected centerline for a distance of
5000 feet in length measured from the ends of the runway and 2500 feet
in width.
b. In the case of an airport which uses an Airport Hazards Approach Slope
of 20: 1 , that arca centered on the projected centerline for a distance
of 2000 feet in length measured from the ends of the runway and 1000
feet in width.
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TERMS TO BE USED IN THESE POLICIES ARE HEREIN DEFINED:
1. Airport Airspace: Airspace depicted on the applicable Airport Influence Area map.
2. Airport Clear Zone: The .runway Clear Zone as defined by the Federal Aviation
Administration. Dimensions vary according to airport type
and use. (For the Redding Municipal Airport, see document
entitled "Airport Master Plan - Redding Municipal Airport".)
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3. Airport Hazards Zoning Ordinance: An ordinance which limits the above ground
height of structures and facilities within an area mapped
on the basis of standards contained in Federal Aviation
Regulations, (FAR) Part 77. Standards vary according to
airport type and use.
4. Airport Hazards Approach Slope: See Approach Zone.
5. Airport Influence Area: The land area which is determined by the Airport Land
Use Commission to be impacted by current or projected
operations of the airport._ .
6. Approach Zone: The area defined as the land beneath the horizontal projection
of the runway approach surface established by FAR, Part 77,
It begins at the terminus of the Clear Zone and extends , at
a prescribed slope, to the point where it intersects the
Horizontal Surface.
7. CUL: Community Noise Equivalent Levels: A weighted system of measurement of
sound energy based upon the type of aircraft, the number
of flights, and the time of flight occurrence. Interference
with residential activity occurs at levels which exceed
55 CNEL.
8. Departure Slope: See Approach Zone.
9. FAA Extended Approach Area: That area adjacent to and extending outward from
the end of the runway which' is eligible for acquisition
with Federal participation. The dimensions vary according
to airport classification.
10. Intensive Animal & Fowl Raising Operations: Activities by a producer who employs
persons other than members of his immediate family which create
a concentration of livestock or fowl apart from the rangeland
activity of grazing or feeding, i .e. feed lot operations ,
commercial egg production, commercial poultry production.
11 . Municipal Airport: An airport owned or operated by a City.
12. Publicly Owned Airport: An airport owned or operated by the County of Shasta or
other public agencies.
_ 13. Publicly Used Airport: An airport providing takeoff and landing facilities for
fixed wing or rotorcraft which is operated for use by the
general public.
14. Transition Zone: The side slope area defined by FAR, Part 77 which parallels
the runway and slopes upward usually at a ratio of 7 :1 for
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