Pleasant Hill BART
Specific Plan
IIV. SUBAREA PLAN PROVISIONS
LAS JUNTAS TO TREAT
The area between Las Juntas and Treat includes that core area of development intensity around the Station Area. The western perimeter of this area includes a portion of the lower development intensity commercial/office adjacent to Buskirk and facing I-680. The eastern perimeter of this area includes the former Southern Pacific Railroad right-of-way. A transition to a significantly more intense development requires an improved circulation system, and the provision of a phased development program or joint development at the BART station parking lots.
Subareas 7A, 7B, and 8
The existing 2950 Buskirk building conforms to the permitted land intensities and height restrictions. The remaining parcels have been assembled into a single site and may be developed as a single development project or into separate but integrated projects. Commercial/Community uses on Subarea 8 should be primary unless contained in other aspects of a mixed use project on Subarea 7B/8.
Access to projects in this subarea shall be from Wayne Drive and Oak Road. Any project shall have a minimum of 100 feet of frontage along access roads.
Buildings shall be oriented to face on Oak Road and to provide a well-defined, pedestrian-scaled street frontage with ground floor retail uses related to the pedestrian environment. The Buskirk frontage must include design features that reflect its high degree of visibility.
In order to provide for the implementation of the overall plan objectives and area wide policies, the entire development area shall be designed as an integrated project. The landowner shall prepare a master development plan for the entire development area that incorporates the provisions of the Specific Plan. Primary access to the parcels shall be from Oak Road with secondary access points from Wayne Drive and Buskirk.
Commercial retail serving station area employees, BART patrons and Station Area residents in Subarea 7/8 shall be located central to the Station Area near the corner of Wayne Drive and Oak Road. The retail design shall incorporate a continuous pedestrian route connection to plazas and pedestrian corridors.
Subarea 9
Subarea 9 has been developed. In accordance with the provisions of the 1983 Specific Plan, development in Subarea 9 has been kept a minimum of fifteen feet from the centerline of the existing creek. Creek side vegetation has been retained and engineering appurtenances associated with the creek have been minimized. Development in subarea 9 has been oriented to take advantage of the creek side open space corridor and has made provisions for connections to the continuous public pedestrian circulation route through the corridor.
Subareas 10A and 10B
The major circulation improvements required to support development in this subarea is Wayne Drive to provide a second access north of Treat from the freeway ramp system that utilizes Buskirk for one-way north movements. A key parcel in this subarea is the BART owned railroad right-of-way that bisects the development area.
In order to provide for the implementation of the overall plan objectives and area wide policies, the entire development area shall be designed as an integrated project but no minimum area for an individual project shall be required. The various landowners shall prepare a master development plan for the entire development area that incorporates the provisions of the Specific Plan.
A second level pedestrian plaza shall be provided with office and neighborhood-serving retail and business or service commercial uses fronting the plaza. Ground level pedestrian circulation shall be maintained from the corner of Wayne Drive and Buskirk to the corner of Oak and Treat to provide convenient pedestrian movement for bus commuters along Treat into and through the project area.
Subareas 11 and 12
Subareas 11 and 12 represent the concentration of BART ownership in the Station Area. The two areas provide opportunities for phased development to take advantage of a developing market demand for commercial and office space, educational and cultural facilities, residential and/or BART parking, and to link the development of the site with the construction of parking structures for BART users. BART development potential and intensity of use are to be maximized, provided that the development is visually and functionally compatible with surrounding uses within and adjoining the Specific Plan area. Utilization of surface area for any single project phase is to be minimized.
Depending on an agreement between BART and a private developer, the construction of BART parking (for replacement of spaces lost to building and for the implementation of their PHASE I parking program) can be integrated directly into a retail or commercial/office structure in Subarea 12 or located independently in Subarea 11. So long as Subarea 11 is not assembled into a single ownership, development shall require a master plan for the entire development area. The remaining land in Subareas 11 and 12 can continue to be used for surface parking for BART patrons to balance the overall parking need for BART. Subsequent phases of development will see the conversion of the remaining surface parking lots into structured parking with retail uses on the ground floor adjacent to the open space corridor. Development within Subarea 12 shall retain provisions for pedestrian and bicycle access from the former Southern Pacific Railroad right-of-way to the BART station to integrate the regional trail system with BART and to retain the future option of developing a major fixed guideway transfer into Subarea 13.
Commercial development, in close proximity to the station in Subarea 12 should include an appropriate amount of convenience retail uses as defined under permitted uses. This convenience retail use should be located along the major pedestrian routes and station frontage as shown in Urban Design Policy Diagram, Figure 7.5. Other designated commercial frontages may incorporate all permitted commercial uses. In addition the design should incorporate a continuous pedestrian route connection and a second level building entrance indicated in the Urban Design Policy Diagrams, Figures 7.2 and 7.3.
The overhead pedestrian bridge across Treat Boulevard shall be directly connected with the continuous pedestrian circulation. Stairs or ramps to connect any second level circulation route with Treat Boulevard shall be provided as part of the development project. Development in Subarea 12 shall not encroach on the existing native oaks in the open space and utility corridor. Ground floor retail uses, however, may incorporate appropriate open space gathering areas or support for retail services (e.g., outdoor plazas, eating area, benches and walkways) so long as the improvements do not threaten the health and viability of the oaks.
Detailed circulation plans for the area shall include routes for buses through the area and to the BART station. Precise alignment shall be determined by BART with the consultation of the Central Contra Costa Transit Authority (CCCTA).
Provision shall be made for a "Kiss and Ride" drop-off zone in close proximity to the station entrance in Subareas 11 or 12. The drop-off zone shall be integrated with but not disrupt the pedestrian function of a major plaza at this location.
Design guidelines shall be developed and utilized to assist in project design and site planning.