Ordinance 3101Skidmore, Owings & Merrill LLP | CMG Landscape Architecture | Kwan Henmi Architecture/Planning | Town Makers, Inc.
Town Center and Waterfront Precise Plan
City of Alameda | Public Review Draft | June 2014
2
Skidmore, Owings & Merrill LLP | CMG Landscape Architecture | Kwan Henmi Architecture/Planning | Town Makers, Inc.
Town Center and Waterfront Precise Plan
City of Alameda | Public Review Draft | June 2014
PREFACE
Located in the heart of the Bay Area, the decommissioned
former Naval Air Station (NAS) Alameda presents a prime
opportunity for redevelopment. With an iconic waterfront
setting, stunning views, large underutilized areas, and
close proximity to both Oakland and Downtown San
Francisco, Alameda Point is a once-in-a-generation
chance for the City of Alameda to expand employment,
increase housing options, augment public amenities,
improve transit service, and create an attraction that
elevates the profile of the community within the larger
With an iconic waterfront setting, stunning views, large
underutilized areas, and close proximity to Downtown San
Francisco, Alameda Point is a once-in-a-generation chance
for the City of Alameda to expand employment, increase
housing options, augment public amenities, improve transit
service, and create an attraction that elevates the profile of
the community within the larger region.
region. In 2013, the City accepted conveyance
of the first 1,400 acres of land from the U.S.
Navy, paving the way for redevelopment to
begin. At the core of the project, the 150-acre
Town Center creates a compact, transit-
oriented, mixed-use urban hub featuring a
vibrant waterfront experience that leverages
Alameda Point’s unique character and existing
assets, through incremental intervention, to
catalyze investment and integrate the project
area into the fabric of the City. Towards this
end, the Town Center and Waterfront Precise
Plan provides both an holistic framework and form-based
design guidelines for the arrangement of public and
private streets, open spaces, infrastructure, and associated
development that reinforce the City of Alameda’s goals
for a visitor-serving, mixed-use, sustainable waterfront
community. This Precise Plan, in conjunction with the
City Zoning and General Plan Amendments, Master
Infrastructure Plan, Environmental Impact Report, and
Transportation Demand Management Plan, will help guide
the ongoing process of transformation.
4
TABLE CONTENTSof
Executive Summary
1. Precise Plan Framework
2. Existing Conditions
3. Access and Mobility
4. Open Space, Landscape, and Sustainability
5. Land Use and Development Regulations Guidelines
7
17
31
47
83
105
Introduction
A. Land Use Principles, Permitted Uses and Parking Regulation
Planning Guide Land Uses
Land Use Transition Concept
Town Center Land Use Concept
Parking Regulations
B. Pedestrian Oriented Design Standards and Guidelines
Streetwall
Setbacks
Required Ground Floor Uses
Building Height
Building Height within the Taxiway Sub-Area
105
106
106
107
108
112
114
114
116
118
120
122
Town Center Core Guidelines
C. Building Types, Massing and DesignStandards and Guidelines
Introduction
Building Types and Building Frontage Design
Bulk and Massing
Pedestrian Scale
Building Design
D. Historic District Infill Guidelines
NAS Alameda Historic District
View Corridors and Street Alignment
Western Taxiway
Cultural Landscape Guidelines
6. Phasing and Implementation
7. Infrastructure
8. Administration and Enforcement
Appendix
Acknowledgments
124
125
125
126
127
127
128
130
131
132
133
134
137
145
159
165
166
5Alameda Point Town and Waterfront Precise Plan | PREFACE
EXECUTIVE SUMMARY
6
PURPOSE
In July 2013, the Association of Bay Area Governments (ABAG)
and the Metropolitan Transportation Commission (MTC)
adopted Plan Bay Area. Plan Bay Area is an integrated, long-
range mobility and land-use plan to reduce transportation-
related pollution from cars and light trucks in the San
Francisco Bay Area, as required by the California Sustainable
Communities and Climate Protection Act of 2008 – California
Senate Bill 375 (Steinberg). A key component of Plan Bay
Area is the designation of regional Priority Development Area
(PDAs). These sites are intended to provide lands for regional
employment and housing growth in proximity to regional
transportation systems in order to reduce greenhouse gas
emissions and combat climate change. Plan Bay Area designates
NAS Alameda as one such PDA. Accordingly, the preparation
of this plan was partially funded by an MTC Station Area
planning grant to support the creation of a transit-oriented
development consistent with Plan Bay Area.
The Alameda Point Town Center and Waterfront Precise Plan
is a specific plan to implement the City of Alameda’s vision
for the heart of the former Alameda Naval Air Station (NAS
Alameda) and fulfills the request for a Town Center Waterfront
Masterplan required under AMC 30-24 Alameda Point District.
The Precise Plan is designed to facilitate redevelopment and
reuse of the planning area in a manner consistent with the 1996
NAS Alameda Community Reuse Plan and City of Alameda
General Plan, and complementary to the unique physical,
environmental, and institutional constraints at Alameda Point.
The Precise Plan consists of a development framework
along with form and use regulations for the arrangement
of public and private streets, public open space and parks,
infrastructure, and associated private development which
reinforce the community’s goals for a transit-oriented, visitor
serving, mixed-use waterfront district that is economically
diverse, environmentally sustainable, and compatible with and
supportive of the NAS Alameda Historic District.
THE PRECISE PLAN IS ORGANIZED AS FOLLOWS:
1. Precise Plan Framework: Introduction to the purpose,
objectives, guiding principles and fundamental
components of the Plan.
2. Existing Conditions: Overview of the existing physical,
institutional and regulatory factors that shape the Plan.
3. Access and Mobility: Discussion of existing and proposed
access and transportation systems serving the project area.
4. Open Space and Landscape: Illustration of proposed open
spaces, recreational facilities, landscape treatment, and
other natural features.
5. Land Use and Development Guidelines: Regulations for
the development of the project area.
6. Phasing and Implementation. Phasing considerations and
conceptual recommendations, including discussion of
potential implementation strategies.
7. Infrastructure and Financing: The requirements for
infrastructure necessary to support the plan objectives, as
well as strategies for capital improvement financing.
8. Administration and Enforcement: Procedures and
mechanisms for Plan administrative and enforcement.
The following pages summarize core elements of the Precise
Plan.
The Precise Plan consists of
form and use regulations for
the arrangement of public
and private street, public open
space and parks, infrastructure,
and associated private
development which reinforce
the community’s goals for a
transit-oriented, visitor-serving,
mixed-use waterfront district.
7Alameda Point Town and Waterfront Precise Plan | EXECUTIVE SUMMARY
8
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
ALAMEDA POINT TOWN CENTER AND WATERFRONT
PROJECT CONTEXT
Alameda Point is located in the heart of
the San Francisco Bay Area, on the site
of the former Naval Air Station Alameda
(decommissioned in 1997). Within this
larger redevelopment project, the Town
Center and Waterfront Precise Plan
covers 150 acres, comprising the primary
urban core along the main entry – Ralph
Appezzato Memorial Parkway – and
the waterfront land surrounding the
historic Seaplane Lagoon. The Precise
Plan project area is bordered by the
Bayport neighborhood to the east, a
planned residential neighborhood and the
adaptive reuse area within NAS Alameda
Historic District to the north, the planned
Enterprise employment district and
Maritime Administration (MARAD) Fleet
to the south, and a Nature Reserve owned
by the federal government to the west.
PLAN VISION
The primary goal of redevelopment within
the Town Center and Waterfront Precise
Plan is to create a compact, transit-
oriented, mixed-use urban core and vibrant
waterfront experience that will leverage the
unique character and existing assets of the
area, through incremental intervention,
to catalyze transformation of the wider
Alameda Point area.
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
9Alameda Point Town and Waterfront Precise Plan | EXECUTIVE SUMMARY
1000’500’0’
1” = 667’-0”
250’750’
PROPOSED SUB-DISTRICT
SUB-AREAS
The Town Center and Waterfront Precise
Plan organizes the 150-acre site into
several sub-areas defined by uniquely
distinguishing characteristics. The Atlantic
Entry sub-area is envisioned as a residential
neighborhood that provides integration
with the adjacent Bayport community
along Main Street. The Town Center
Core, is intended to be a vibrant mixed-
use urban hub. The East Waterfront is
an area of mixed retail, entertainment,
ENTERPRISE
TAXIWAY
ATLANTIC
ENTRY
EAST
WATERFRONT
WEST
WATERFRONT
NORTH WATERFRONT
SEAPLANE
LAGOON
TOWN CENTER
CORE
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
10
ALAMEDA POINT TOWN CENTER AND WATERFRONT
hotel, commercial and residential uses
that connect the Town Center Core to the
Enterprise District and Maritime industrial
areas. Along the Northern edge of the
Seaplane Lagoon, the Taxiway Sub-area
provides infill development compatible
with the NAS Alameda Historic District
and features a distinctive waterfront park as
a regional attraction. At the far edge of the
site, the Western Waterfront is a low-impact
area of passive recreational use, supportive
of the adjacent nature preserve. Additional
description of each sub-district is provided
in Chapter 1.
1
3 4
2
1 MARINA PROMENADE
2 SEAPLANE PLAZA
3 ALAMEDA POINT PARK
4 DE-PAVE PARK
11Alameda Point Town and Waterfront Precise Plan | EXECUTIVE SUMMARY
ALAMEDA POINT TOWN CENTER AND WATERFRONT
1 MARINA PROMENADE
2 SEAPLANE PLAZA
3 ALAMEDA POINT PARK
4 DE-PAVE PARK
5 NEIGHBORHOOD PARK
6 PARKING
7 PARKING
1
3
6
7
4
2
5
12
T
T
T
P
P
P
P
P
5 MIN. WALK
10 MIN. WALK
LAND USE DIVERSIFICATION & RESOURCE
PRESERVATION
The provision for a variety of land uses
within the Town Center further supports
both City and Regional goals for the
redevelopment of NAS Alameda. By
balancing opportunities for a range of
housing options, employment uses and
supporting commercial and recreational
amenities, the Precise Plan facilitates
ACCESS AND MOBILITY IMPROVEMENTS
Fundamental to the redevelopment of the
Town Center and Waterfront area are access
and mobility improvements providing
increased multi-modal transportation
options that promote walking, cycling
and transit use over single-occupancy
automobile use. Shuttle and rapid bus
services and facilities, a new ferry
terminal, an extensive cycling network, a
comprehensive Transportation Demand
Management Plan, and a walkable street
network are all integrated to reduce traffic
and create a healthier transit-oriented
environment. These elements of the plan
are further detailed in Chapter 3: Access
and Mobility.
creation of an attractive, vibrant, 24/7
mixed-use environment – development of
which will help support the infrastructure
improvements needed to protect historic
and cultural resources while providing
economic growth and access improvements
in a manner supportive of the emissions
reduction goals of Plan Bay Area. Land use
recommendations for the Town Center are
covered in Chapter 5 of the Precise Plan.
ILLUSTRATIVE MOBILITY IMPROVEMENTS ILLUSTRATIVE LAND USE VARIETY
13Alameda Point Town and Waterfront Precise Plan | EXECUTIVE SUMMARY
TIDAL
MARSH
STORMWATER
COLLECTION
STORMWATER
BASIN
STORMWATER
COLLECTION
STORMWATER
COLLECTION
STORMWATER
COLLECTIONWETLANDADAPTIVE INNER
TIDAL MARSHES
RAIN GARDENS
GREEN
STREETS
GREEN
STREETS
RAIN
GARDEN
AC
T
I
V
E
R
E
C
R
E
A
T
I
O
N
W
O
R
K
I
N
G
W
A
T
E
R
F
R
O
N
T
URBA
N
W
A
T
E
R
F
R
O
N
T
HABIT
A
T
A
R
E
A
/
PASSI
V
E
R
E
C
R
E
A
T
I
O
N
SEAPLANE
LAGOON
SUSTAINABLE URBANISM
Rooted in Alameda Point’s designation as a
regional Priority Development Area under
Plan Bay Area, pursuant to California SB
375, is the essential goal of cultivating
a sustainable community. As such, the
promotion of urban sustainability underlies
the entire Precise Plan framework,
including transit and mobility provisions,
land use and density regulations, urban
IMPROVED WATERFRONT ACCESS, OPEN
SPACE AND RECREATIONAL AMENITIES
A vital feature of the project is adaptive
reuse of the historic Seaplane Lagoon. Built
initially for military and (later) commercial
air travel, the Precise Plan re-imagines this
iconic piece of maritime infrastructure as
a setting for diverse activities. Over one
mile of the Lagoon’s edge is transformed
for dining and entertainment, a plaza, a
museum, a market, a promenade, a marina,
access for watercraft, active recreation
areas, flexible event space, picnic grounds,
and augmented habitat zones for camping
and more passive recreational use. In its
entirety, the Seaplane Lagoon is designed
as a regional attraction promoting the full
range of activities for public enjoyment of
the waterfront. Open Space and Landscape
guidelines are further detailed in Chapter 4.
form, green infrastructure and other
development control guidance. As a
result, holistic measures to enhance
urban sustainability permeate the Precise
Plan in its entirety. Additionally, specific
recommendations concerning sustainable
water, energy, landscape and building
strategies are covered in Chapter 4: Open
Space, Landscape, and Sustainability.
WATERFRONT CHARACTER ILLUSTRATIVE GREEN INFRASTRUCTURE
14
PHASING AND IMPLEMENTATION STRATEGIES
While the Precise Plan necessarily describes
a long-term vision and the guidelines
needed to regulate development towards
that vision, full implementation will be
undertaken in a number of phases over
many years. Some components of the plan
may be readily built in the near term, but
others will take considerably more time to
realize. The Precise Plan therefore provides
LAND USE AND DEVELOPMENT GUIDELINES
Development Guidelines provide the
primary mechanism by which the
vision illustrated in the Precise Plan
Framework can be regulated throughout
the implementation process. As such, the
control guidelines detail the essential use
and form requirements for the arrangement
of public and private streets, public open
space and parks, infrastructure, and
SAMPLE DEVELOPMENT CONTROL GUIDELINES NEAR TERM DEVELOPMENT AND INTERIM USE
associated private development which
reinforce the community’s goals for a
transit-oriented, visitor-serving, mixed-
use waterfront district. These regulations
are noted throughout the Precise Plan, but
are primarily concentrated in Chapter 5.
In conjunction with the related regulatory
documents, the control guidelines facilitate
development supportive of the objectives of
the overall project.
recommendations for maintaining,
reinforcing, and capitalizing on the many
assets already present at Alameda Point.
In this way, the city can make optimal
use of limited early-stage resources,
while building greater momentum for
redevelopment. Conceptual strategies for
interim use, incremental improvement,
and near-term redevelopment priorities are
covered in Chapter 6.
TE
M
P
O
R
A
R
Y
R
E
C
R
E
A
T
I
O
N
/
EV
E
N
T
S
P
A
C
E
AR
T
W
A
L
L
FLOATING
ART
INTER
I
M
WATER
ACTIV
I
T
I
E
S
OUTDO
O
R
F
I
L
M
S
,
FLEXI
B
L
E
S
P
A
C
E
EASEMENT
MAX. HEIGHT
STREETWALL
SETBACK
RIGHT-OF-WAY
15Alameda Point Town and Waterfront Precise Plan | EXECUTIVE SUMMARY
CATALYTIC INSPIRATION GUIDED BY A FLEXIBLE FRAMEWORK FOR IMPLEMENTATION
In its entirety, and in concert with the City’s concurrent planning efforts, the Town Center
and Waterfront Precise Plan is intended to provide both an inspiring long term vision and
the regulatory framework strong enough to maintain that vision, yet flexible enough to
respond to evolving economic, political and social circumstances.
16
PRECISE PLAN FRAMEWORK
1
17Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
INTRODUCTION:
Alameda Point is located at the heart of the San Francisco
Bay Area. The site has a storied history, emblematic of the
development of the wider region. Much of the area of partially
sub-merged tidal mud flats and marshlands remained
uninhabited until the 1860s when proximity to a booming San
Francisco made it a strategic location for railroad and ferry
infrastructure, as well as some manufacturing. At the dawn
of the aviation age, the opening of the Alameda Municipal
Airport brought the first of successive airfields to the site, and
established it as a hub for the nascent industry. Then at the start
of WWII, wholesale transformation of western Alameda began
in earnest following commissioning of the Naval Air Station.
During construction, hundreds of acres of marshlands were
filled, and the base became a center for jobs through its closure
in 1997. In preparation for decommissioning, the Community
Reuse Plan was developed in 1996, and measures were adopted
into the City’s General Plan in 2003 and 2014.
Today, the Bay Area is again a locus of growth, and through
years of planning effort, Alameda is well-positioned to benefit.
In 2013, the City accepted conveyance of the first 1,400 acres of
land from the U.S. Navy, paving the way for the redevelopment
of Alameda Point to begin. Towards that end, the Town Center
and Waterfront Precise Plan, in conjunction with the City
Zoning and General Plan Amendments, Master Infrastructure
Plan, and Environmental Impact Report, is intended to help
guide this site through a new transformation over what is likely
be a 20-30 year redevelopment process.
PURPOSE
The Alameda Point Town Center and Waterfront Precise
Plan (Precise Plan) is a specific plan to implement the City of
Alameda’s vision for the redevelopment of the 150-acre heart
of the former Alameda Naval Air Station (NAS Alameda).
The Precise Plan is designed to facilitate the redevelopment
and reuse of the planning area in a manner that is consistent
with the 1996 NAS Community Reuse Plan, the 2003 City of
Alameda General Plan Amendment, and the unique physical,
environmental, and institutional constraints at Alameda Point.
The Precise Plan consists of form and use regulations for
the arrangement of public and private streets, public open
space and parks, infrastructure, and associated private
development consistent with community’s goals for a transit-
oriented, waterfront, visitor serving mixed-use district that
is pedestrian-friendly, economically diverse, environmentally
sustainable, and compatible with the NAS Alameda Historic
District.
In July 2013, the Association of Bay Area Governments
(ABAG) and the Metropolitan Transportation Commission
(MTC) adopted Plan Bay Area. Plan Bay Area is an integrated
long-range transportation and land-use/housing plan to reduce
transportation-related pollution in the San Francisco Bay Area,
as required by the California Sustainable Communities and
Climate Protection Act of 2008 – California Senate Bill 375
(Steinberg) to reduce greenhouse gas emissions from cars and
light trucks. NAS Alameda is a designated regional Priority
Development Area (PDA) in Plan Bay Area. PDAs are intended
to provide lands for regional employment and housing growth
in proximity to regional transportation systems to reduce
greenhouse gas emission and combat climate change. The
preparation of this plan was partially funded by a MTC Station
Area planning grant to support the creation of a plan for a
transit oriented, plan consistent with Plan Bay Area.
The Precise Plan is designed
to facilitate the redevelopment
and reuse of the planning area
in a manner that is consistent
with the 1996 NAS Community
Reuse Plan, the 2003 City
of Alameda General Plan
Amendment, and the unique
physical, environmental, and
institutional constraints at
Alameda Point.
18
PROJECT LOCATION
Alameda Point is located in the heart of the
San Francisco Bay Area, with ready access
to downtown Oakland and the neighboring
communities of Emeryville and Berkeley,
among others. Downtown San Francisco is
a short ferry ride away.
REGIONAL CONTEXT LOCAL CONTEXT
15.0mi10.0mi5.0mi0
1” = 10 miles
6.0mi4.0mi2.0mi0
1” = 4 miles
PROJECT
LOCATION
ALAMEDA
POINTDOWNTOWN
SAN FRANCISCO
TREASURE
ISLAND
BAY FARM
ISLAND
BERKELEY
EMERYVILLE
DOWNTOWN
OAKLAND
SAN FRANCISCO BAY
19Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
3000’2000’1000’0’
1” = 2000’-0”
ALAMEDA POINT PLANNING GUIDE, SPRING 2013
PLANNING CONTEXT
The 150-acre Town Center and
Waterfront study area is part of the overall
redevelopment of the former Alameda
Naval Air Station. The plan for the larger
Alameda Point project includes residential,
commercial and adaptive resuse focused
districts, with the Town Center and
Waterfront serving as both the active social
core for and transitional zone between
adjacent use consentrations.
Enterprise
Adaptive Reuse
Waterfront Town Center
Main Street Neighborhood
Street Plan (illustrative and subject to change)
Precise Plan Boundary
Open Space
Natural Reserve
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
20
PLANNING FOUNDATION
The preparation of the Precise Plan was
guided by the extensive work previously
completed by the City of Alameda
community for the planning area. The
Precise Plan does not replace this previous
planning work, but instead builds upon
the solid foundation of policy previously
established by the community, as set forth
in the Naval Air Station (NAS) Alameda
Community Reuse Plan and General Plan.
In 1996, the City adopted the NAS Alameda
Community Reuse Plan (the “Reuse Plan”)
to guide actions to incorporate the base
into the City and its convert the base to
civilian use. The Reuse Plan established the
following Vision Statement for the reuse of
the formal Naval Air Station:
Between now and the year 2020, the City
of Alameda will integrate the Naval Air
Station property with the City and will
realize a substantial part of the Base’s
potential. Revenues will have increased
and a healthy local economy will have
resulted from the implementation of a
coordinated, environmentally sound
plan of conversion and mixed-use
development. While building upon
the qualities which make Alameda
a desirable place to live, efforts for
improving recreational, cultural,
educational, housing, and employment
opportunities for the entire region will
have been successful.
In 2003, the City Council amended the
City of Alameda General Plan to include an
Alameda Point General Plan Element. The
Alameda Point Element was crafted from
the Reuse Plan policies and diagrams to
ensure that the City’s General Plan reflected
the community’s planning vision for the
redevelopment of the base. The General
Plan Element summarized the General Plan
policy direction with a set of development
objectives:
• Seamlessly integrate Alameda Point
with the rest of the City.
• Foster a vibrant new neighborhood.
• Maximize waterfront accessibility.
• De-emphasize the automobile and
make new development compatible
with transportation capacity.
• Ensure economic development.
• Create a mixed-use environment.
• Establish neighborhood
centers.
ALAMEDA POINT GUIDING PRINCIPLES
To update and implement the Reuse Plan
and General Plan, in 2013, the Planning
Board and the City Council endorsed the
following set of Guiding Principles for the
redevelopment of Alameda Point as part of
the Alameda Point Planning Guide. These
principles were created with the community
and are largely based on the planning work
conducted in the Reuse Plan:
Mixed use districts with distinct focal points:
New development will consist of distinct
districts, each centered on a civic,
recreational, open space, or commercial
focal point. While districts may have
different focuses, each shall encourage a
diversity of uses that supports pedestrian
access to transit and everyday needs.
Districts will be developed with compact
blocks and pedestrian friendly streets
that provide clear, comfortable pedestrian
access to transit as well as commercial and
residential areas. Development will support
a diverse mix of uses that allows flexibility
for the long-term revitalization of Alameda
Point.
Pedestrian, bike, and transit oriented
environments:
Development of Alameda’s streets and
neighborhoods follow well established
patterns, with neighborhoods clustered
around trolley car and transit stops that
provide residents with easy pedestrian
access to transit and commercial,
residential, and recreational uses as well
as employment generating uses along the
shores. New development at Alameda
Point will extend these land use patterns to
encourage opportunities to perform day-
to-day activities within walking distance of
work, home, and transit links. New streets
will extend the traditional grid system of
the City and will be seamlessly integrated
into the existing street network. The new
street system will be pedestrian, bike, and
transit oriented, designed to move goods
and services for on-site businesses, support
transit improvements, ferry service, a
contiguous bicycle network as well as safe,
easy, comfortable pedestrian access.
Generate new economic development and
employment opportunities:
The long term reuse of Alameda Point
must focus on creating economic growth
and development for the benefit of the
whole community. Land use decisions and
policy direction shall be guided by this
principle. The City will actively seek and
promote businesses, a range of industries,
and economic development projects that
provide significant sustainable employment
opportunities. Future plans will preserve
and maintain Alameda Point’s ample supply
of large industrial and warehouse space
immediately adjacent to the water, which
is a major foundation of local maritime
businesses and significant regional
economic advantage for the City.
Districts with distinct character:
Alameda has a reputation as a quiet,
friendly island community with a deep
appreciation of its architectural legacy
and historical elements. Future plans will
21Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
aim to preserve and reuse, to the extent
feasible, buildings and features that reflect
the architectural and military history
of Alameda Point. Planning efforts will
also encourage the development of new
neighborhoods with distinct character.
New developments may incorporate
new architecture that reflects stylistic,
technological, and environmental needs of
the time.
Housing variety that supports diversity:
Alameda Point will provide a wide range
of housing options, both economically and
aesthetically. A variety of dwelling types
– houses, bungalows, courtyard housing,
townhouses, and apartments – will provide
housing for a diverse mix of ages, incomes,
family types, and professional backgrounds
that will ensure creation of a diverse and
vibrant community.
Neighborhoods connected with open space
and waterfront access:
New neighborhoods at Alameda Point will
be woven together by a network of open
spaces (parks, greenways, plazas, park
lets, and preservation areas) that conserve
and restore the natural ecosystem while
providing associated recreational, health,
and social benefits. The identity of Alameda
Point will be enhanced through view
corridors to the water and ample shoreline
access, including water features, trails, trail
amenities, waterfront visitor opportunities,
and waterfront view corridors in new
development. The street grid will also be
used to take full advantage of views to
the water and limit the privatization of
waterfront properties.
Achieve a high standard of sustainability:
Future development at Alameda Point
will be guided by incentives and standards
that ensure the use of sustainable design
strategies and technologies in infrastructure
and buildings. The City will seek and
encourage development that preserves
and reuses natural and cultural amenities
on the site, emphasizes energy and water
conservation, improves local water quality,
contributes to reduction of greenhouse
gases and incorporates sustainable building
strategies while providing a comprehensive
open space strategy that benefits both
wildlife and humans.
VISION
The 150-acre Town Center and Waterfront
is envisioned as the retail, restaurant,
recreational, entertainment, and transit
center at Alameda Point. The Seaplane
Lagoon is the “centerpiece,” and Ralph
Appezzato Memorial Parkway is the
“gateway” to the Town Center and
Waterfront Sub-District and Alameda
Point.
The Seaplane Lagoon will include
existing and new maritime uses, such as
the existing Maritime Administration
(MARAD) ready-reserve fleet, the USS
Hornet Museum, future ferry services, a
marina and commercial recreational and
boating related uses consistent with federal
requirements to protect the endangered
California Least Tern. The future ferry
terminal will provide service connecting
the Town Center to San Francisco. All
shoreline edges except for the western end
of the Seaplane Lagoon will be upgraded
and lifted to address sea level rise.
Ralph Appezzato Memorial Parkway will
provide the main gateway and entrance to
the Town Center and Waterfront Sub-
District. Buildings will be designed to face
onto Ralph Appezzato Parkway to support
a pedestrian friendly environment. Ground
floor commercial uses with residential
and/or office uses above are permitted.
Parking will be located under and behind
buildings. The Cross Alameda Trail – a
planned pedestrian and bicycle trail from
the Fruitvale Bridge to Alameda Point- will
extend into Alameda Point along Ralph
Appezzato Parkway and connect to the
waterfront trails that circle the Seaplane
Lagoon and the balance of Alameda Point.
A grid of interconnecting tree-lined streets,
parks, paseos, and civic spaces provides
an open space network that connects to
the Seaplane Lagoon waterfront, adjoining
open space system and adjacent sub-
districts. Open spaces preserve views of
the San Francisco Bay and Peninsula and
respect the historic pattern and character of
the NAS Alameda Historic District.
Public and maritime related uses will
front on the edge of the Seaplane Lagoon,
including public open spaces, maritime
and visitor-serving uses, and concessions
related to maritime activities, hotels, and
restaurants. At the northeastern corner of
the Seaplane Lagoon, visitor-serving uses
such as hotels and restaurants will face
onto an active waterfront promenade. To
the south of Pacific Avenue and along the
eastern edge of the Seaplane Lagoon, uses
will transition to more of a maritime and
industrial mix of uses similar to those that
currently operate there. Current uses will
continue and expand into restored and
new infill buildings, such as the MARAD
fleet, maritime contractors, and the future
Water Emergency Transportation Authority
Central Bay Area Maintenance Facility
(WETA). Along the western edges of the
sub-district adjacent to the Nature Reserve,
building size and location, uses, lighting,
and other facilities and improvements
are limited to ensure consistency with
the federal requirements protecting the
California Least Tern.
New buildings, open spaces, and streets
will be designed to create a pedestrian
friendly, transit supportive mixed-use area
oriented to the Seaplane Lagoon. A mix of
22
existing and new commercial, industrial,
and multifamily building types will be
oriented towards streets and the Seaplane
Lagoon and preserve and frame views of
the San Francisco skyline and Bay Bridge.
Rehabilitation of existing buildings and new
infill construction will occur incrementally
on a building-by-building basis.
Rehabilitation of contributing structures
in the NAS Alameda Historic District that
overlaps with portions of the sub-district
will be reviewed for consistency with the
Guide to Preserving the Character of the
NAS Alameda Historic District and all new
buildings within the NAS Alameda Historic
District will be reviewed for consistency
with the character defining features of the
NAS Alameda Historic District.
GENERAL PLAN POLICIES
The Waterfront Town Center Plan serves as
a specific plan to implement General Plan
Policies for the plan area. The General Plan
policy objectives are summarized below.
Transit-Oriented Mixed Use Development
1. Achieve human-scale transit-oriented
development.
2. In case of redevelopment or
replacement of existing structures,
encourage development of uses that
promote pedestrian vitality and are
oriented to the marina.
3. Foster development of residential,
commercial, and retail uses that
promote vitality and pedestrian
activity along the waterfront.
4. Create mixed-use development that
locates service-oriented uses near
residences and offices.
5. Create a district that is well integrated
with the surrounding neighborhoods
and has a high level of accessibility via
a variety of transportation modes.
6. Create neighborhood centers similar
to Alameda’s neighborhood business
districts, with supporting uses such
as retail and local serving office and
civic uses in mixed-use neighborhood
centers.
7. Develop housing to serve workplaces
and public and institutional uses
anticipated in the Civic Core. Focus
residential development adjacent to
the Shoreline open space promenade
to create opportunities for pedestrian
centers and foster a transit orientation.
Transit Orientation
1. Provide water transportation facilities
and connections to destinations in
Alameda Point that can be reached by
walking, bicycles or transit, and reflect
the island character and pedestrian-
friendly environment of Alameda.
2. Optimize the use of transit and other
alternative modes of transportation
in all development at Alameda Point
by increased accessibility to local and
regional transit systems and ensuring
safe and reliable transportation
alternatives.
3. Expand water transportation by
establishing a water taxi or ferry with
potential destinations including San
Francisco, Angel Island, Treasure
Island, and Alcatraz.
4. Improve public transit service,
including connections to ferry service
to serve the public, institutional, and
workplace uses in the Civic Core.
5. Preserve opportunities to develop
future transit links including transit
exclusive corridors.
Street Design
1. Continue the existing primary grid
of the City of Alameda in all new
development.
2. Promote street connectivity within
Alameda Point and with the
surrounding neighborhoods.
3. Redesign Ralph Appezzato Memorial
Parkway to include a landscaped
transit corridor for buses, jitneys, or
future light-rail development.
4. Integrate pedestrian and bicycle uses
into the design of the roadway system
and fabric.
5. Provide a system of connections for
pedestrians and bicyclists including
sidewalks, crosswalks, bike lanes and
multi-use paths connecting residential,
schools, parks, transit stops,
employment, commercial districts, and
other areas of community activity on
Alameda Point.
6. Develop and implement design
guidelines and standards to assure that
new development at Alameda Point
facilitates transit use and consult with
AC Transit to assure that roadway
improvements at Alameda Point are
transit compatible.
Architecture
1. Provide diverse and creative
development and architectural styles to
achieve distinctive neighborhoods.
2. Encourage architecture and design
in Alameda Point that is compatible
with existing neighborhoods east of
Main Street, and that do not divide the
neighborhoods with the use of physical
barriers.
Views
1. Create entryways that maximize views,
create connections to surrounding
uses, and reflect Alameda’s island
character.
2. Preserve scenic views and cultural
landscapes.
3. Preserve view corridors in the layout
23Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
and landscaping of the roadway
system, particularly along the
waterfront.
4. Where possible, align roadways to
frame important views.
5. As part of the development or
landscaping approval process, define
view corridors and develop criteria so
that views may be preserved.
Open Space and Public Facilities
1. Establish a public plaza at the marina
that will serve as a focus for public uses
on the waterfront.
2. Preserve scenic views and cultural
landscapes.
3. Integrate parks and plazas into new
development at Alameda Point.
4. Provide for community recreation
opportunities throughout Alameda
Point.
5. Establish a Bay Trail pedestrian- and
bicycle-accessible perimeter shoreline
trail around Alameda Point. Ensure
that this trail is open year round, that
the trail meets minimum multi-use
trail standards, and that landscape
treatment of the open spaces adjacent
to the Estuary and the San Francisco
Bay does not block distant views.
6. Provide for cultural and civic places,
through the development or reuse of
key civic structures, libraries, churches,
plazas, public art, or other major
landmarks.
Wildlife Refuge and Protection
1. Ensure that development is consistent
with the recommendations developed
to implement the Wildlife Refuge
Impact Area.
2. Create a mixed-use area that is
sensitive to the restrictions and
recommendations regarding the
neighboring Wildlife Refuge.
3. Limit housing development to the east
and north waterfront area to avoid
proximity to the Wildlife Refuge.
4. Prepare and adopt development
regulations that implement the
Biological Opinion prepared by the
U.S. Fish and Wildlife Service to guide
development within the Wildlife
Refuge Impact Area.
Historic Preservation
1. Preserve the NAS Alameda Historic
District
2. Preserve to the greatest extent
possible buildings within the Alameda
Point Historic District to maintain
neighborhood and historic character.
3. Preserve the historic sense of place
by preserving the historic pattern of
streets and open spaces in the area.
4. Prepare design guidelines and
specifications for new construction
within and adjacent to the Historic
District that ensures compatibility of
new construction with the character.
24
STRATEGIC IMPLEMENTATIONEXISTING ASSETS
FACILITATE STRATEGIC IMPLEMENTATION• Minimize up-front infrastructure costs• Maintain or expand current revenue sources, to the
extent feasible• Utilize temporary interventions and temporal events
to build interest while maintaining flexibility• Preserve the long-term potential of the site to realize
maximum value• Proceed incrementally and phase development
strategically to ensure higher density transit supported
development occurs in early phases
ENHANCE EXISTING ASSETS AND CHARACTER• Expand existing tenants and activities• Build on the Historic District, maritime heritage, and
industrial character• Maximize waterfront use (both public and private)• Maintain scenic views
PRECISE PLAN VISION AND GUIDING PRINCIPLES
The primary goal of redevelopment within the Town
Center and Waterfront Sub-District is to create a compact,
transit-oriented, mixed-use urban core and vibrant
waterfront experience that will leverage the unique
character and existing assets of the sub-district, through
incremental intervention, to catalyze transformation of the
wider Alameda Point area. To realize this vision, the Precise
Plan is guided by the following core principles:
25Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
UNIQUE DESTINATIONSVARIETY OF ATTRACTIVE WATERFRONT EXPERIENCESSUSTAINABLE NEIGHBORHOODS
CREATE A UNIQUE DESTINATION• Create the social heart that will attract people and
investment to the wider Alameda Point redevelopment
area.• Provide attractions of both local and regional interest• Establish focal points on neighborhood centers in
each of the planning sub-areas, with public plazas and
parks, high-quality architectural design, and a mix of
uses and activities• Incorporate visitor-serving facilities and amenities • Prioritize the creation of the Seaplane Plaza (page 89)
at the heart of the Town Center• Make it fun
HIGHLIGHT THE WATERFRONT EXPERIENCE• Program a diversity of water-focused recreational
experiences for different users• Structure open space and recreational facilities to
underscore the prominence of the Seaplane Lagoon. • Work with local community groups to provide
waterfront recreation facilities• Build for both recreational and ‘working’ waterfront
uses • Balance the needs of public access recreational areas
with those of secure access industrial areas
CULTIVATE A SUSTAINABLE TRANSIT ORIENTED CENTER• Build compact, mixed-use, transit oriented sub-
districts at densities to support frequent and
convenient transit service, and reduce single
occupancy trips consistent with General Plan policy• Address climate change and sea level rise issues
through the integration of flood protection and green
infrastructure• Incorporate strategies for stormwater management,
energy efficiency, adaptive reuse, contaminant
remediation and habitat preservation• Build streets and infrastructure designed for
pedestrian, bicycle, and transit trips
26
CONCEPTUAL PLANNING SUB-AREAS
PLANNING SUB-AREAS
The Town Center and Waterfront area
is comprised of several sub-areas, each
defined by uniquely distinguishing
characteristics, including: transitions to
adjacent neighborhood, the NAS Alameda
NATURE
RESERVE
TAXIWAYPARKING LOT TOWN CENTER ATLANTIC
ENTRY
EAST
WATERFRONT
WEST
WATERFRONT
NORTH WATERFRONT
Historic District, the natural, recreational
and commercial character of the three
distinctly different edges of the Seaplane
Lagoon (West, North and East Waterfront).
The following pages describe the key
features of each sub-district.
ENTERPRISE
1000’500’0’
1” = 667’-0”
250’750’
SEAPLANE LAGOON
M
A
I
N
S
T
R
E
E
T
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MO
N
A
R
C
H
S
T
R
E
E
T
PACIFIC AVENUE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
27Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
750’500’250’0’
1” = 500’-0”
ATLANTIC ENTRY SUB-AREATOWN CENTER CORE SUB-AREA
ATLANTIC ENTRY
The entry to the project area is
characterized by small-scale blocks and a
walkable street network providing multiple
connections to and from Main Street.
Its recommended uses include 3-5 story
multifamily buildings, live-work, grocery,
small scale commercial and community
serving uses (such as day care centers).
Building height and density increase from
the Main Street edge toward the Town
Center. Complemented with excellent
architectural design the Atlantic Entry will
create a seamless and welcoming transition
from existing neighborhoods.
TOWN CENTER CORE
The Town Center is the functional
center of activity for Alameda Point and
includes its highest density of uses and
development, supportive of a vibrant
24/7 environment. The Seaplane Plaza
Planning Area at the center of the Town
Center is comprised of vertical mixed-
use development, with multi-family
residential above retail, restaurant, hotel,
office and other commercial amenities,
concentrated around the intersection
of Ralph Appezzato, Ferry Point Road,
and Pan Am Way. Ground Floor retail is
concentrated around the intersection of
Ralph Appezzato, Ferry Point Road, and
Pan Am Way. The Seaplane Plaza, a civic
waterfront plaza fronted by restaurants,
museums, cafes and shops, and enclosed
by high quality new buildings, provides a
SEAPLANE PLAZA
PLANNING AREA
SEAPLANE
PLAZA
distinct sense of arrival at the heart of the
Seaplane Plaza Planning Area.
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
M
A
I
N
S
T
R
E
E
T
OR
I
O
N
A
V
E
N
U
E
RALPH APPEZZATO RALPH APPEZZATO PARKWAY
W. TOWER AVENUE
PA
N
A
M
W
A
Y
28
WEST WATERFRONTEAST WATERFRONT
WESTERN WATERFRONT
On the far edge of the Seaplane Lagoon,
the Western Waterfront is a low-impact
zone of limited development. Due to
access constraints and proximity to the
endangered Least Tern nesting ground,
no new permanent buildings are planned.
Instead, the “De-Pave Park” proposes
conversion of the existing impervious
surfacing to parkland for passive recreation.
Habitat-augmenting tidal wetlands may
also be introduced along the edge of the
Lagoon. At the northern end of the sub-
district, an existing paved area may provide
for flexible event space and parking. The
facilities currently occupying Buildings
25 and 29 may remain for the foreseeable
future; however, this area is not included in
Alameda Point’s Master Infrastructure Plan
Sea Level Rise protection measures, and
may eventually flood.
EASTERN WATERFRONT
The Eastern Waterfront provides an
active, vibrant edge along the Seaplane
Lagoon, between Seaplane Plaza and
the Ferry Terminal, lined with low rise
restaurants and shops that enliven a
continuous waterfront promenade. East
of Ferry Point Road taller vertically-mixed
use development takes advantage of the
extraordinary views to the San Francisco
skyline. Uses include free standing and
podium retail and restaurants, commercial
office, hotel and multifamily residences and
recreational marine support activities. The
construction of this area will be subject
to land conveyance and environmental
remediation schedules that will likely make
it a later phase of Town Center development,
but the area provides excellent opportunities
for Phase 0 activities and businesses.
750’500’250’0’
1” = 500’-0”
EAST
WATERFRONT
WEST
WATERFRONT
FE
R
R
Y
P
O
I
N
T
R
O
A
D
PACIFIC AVENUE
R. APPEZZATO PARKWAY
29Alameda Point Town and Waterfront Precise Plan | CHAPTER 1 PRECISE PLAN FRAMEWORK
TAXIWAY AND NORTHERN WATERFRONT
TAXIWAY AND NORTH WATERFRONT
Along the north edge of the Seaplane
Lagoon, the Taxiway District provides
for infill development compatible with
preserving the character of the NAS
Alameda Historic District. Redevelopment
within this zone is controlled to preserve
character-defining view corridors and
to relate to the massing and spacing of
the historic Hangar structures. Uses in
this area are flexible, with the eastern end
transitioning from the adjacent mixed-use
multi-family residential in the Town Center
towards the commercial and maritime
functions of the existing Hangar buildings
to the west, although the uses remain
flexible to take advantage of evolving
market trends. Further details concerning
infill in the Historic District are provided in
Chapter 6.
750’500’250’0’
1” = 500’-0”
On the north edge of the waterfront, a 200-
foot wide regional park facilitates access
to and active use of the Seaplane Lagoon
consistent with the Public Trust. The park
provides adaptive sea-level rise protection
and an important public amenity. This area
may contain modest structures supporting
recreational uses, consistent with the
requirements governing State Lands. A well
designed integration of the Taxiway and the
NorthWaterfront park will help ensure the
preservation of the Historic District and the
creation of a grand public space. Additional
description of the Northern Waterfront
park is provided in Chapter 4.
NORTH WATERFRONT
TAXIWAY
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MO
N
A
R
C
H
S
T
R
E
E
T
R. APPEZZATO PARKWAY
W. TOWER AVENUE
EXISTING CONDITIONS
2
30
EXISTING CONTEXT
The 150-acre Waterfront Town Center area falls within the
largest portion of the former Naval Air Station Alameda (NAS
Alameda), commonly referred to as Alameda Point. Alameda
Point is located at the most westerly tip of the island City of
Alameda, surrounded on three sides by water: the Oakland/
Alameda Estuary to the north and San Francisco Bay to the
south and west. Main Street generally forms the eastern
boundary of Alameda Point. A Nature Reserve and Veterans’
facilities are planned for the former runways on the west side of
Alameda Point and will remain in federal ownership.
EXISTING RESIDENTIAL NEIGHBORS TO THE NORTH AND EAST OF
THE PLAN AREA
The land uses to the east of Alameda Point are generally
residential in character and include:
1. U.S. Coast Guard Housing: To the northeast of the Plan
Area, the United States Coast Guard provides 525 housing
units for Coast Guard personnel.
2. Bayport: To the east of the Plan Area, the Bayport
residential neighborhood provides housing with 485
single-family homes and 62 multi-family units.
3. West Alameda Neighborhood: The area to the southeast
of the Plan Area is currently developed with a mixture
of single-family detached and multi-family housing
interspersed with neighborhood businesses, schools,
churches, and other community institutions.
RESIDENTIAL NEIGHBORHOODS AT ALAMEDA POINT
The land northeast of the Plan Area is corrently home to
approximately 500 residents. Sixty eight detached homes and
other housing including the “Big Whites” – formerly Navy
senior officer housing – are currently leased at market rate.
The Alameda Point Collaborative (APC), Building Futures for
Women and Children, and Operation Dignity have long-term
leases with the City for some existing multi-family structures,
and have improved approximately 200 units for supportive
housing for formerly homeless residents. APC operates the
Ploughshares Nursery, which recently broke ground on a new,
2,500-square-foot retail space, and the Changing Gears Bike
Shop, which sells both refurbished and new bicycles, to provide
workforce training opportunities for its residents. APC also
operates an urban farm that supplies fresh produce for its
residents. This area is identified in the City’s General Plan and
Alameda Point’s Zoning Ordinance Amendment as the Main
Street Neighborhood and is planned for additional housing
units.
Alameda Point is located at
the western-most end of the
island of the City of Alameda,
surrounded on three sides by
water... Main Street generally
forms the eastern boundary
of Alameda Point. A Nature
Reserve and federal Veterans
Administration facilities are
planned on the west side of
Alameda Point
31Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
32
1 EXISTING PAVED AREA AT THE SOUTHWEST
CORNER OF THE SITE, LOOKING BACK TOWARDS
THE NORTHEAST.
2 SIGN MARKING THE FORMER EAST GATE OF NAS
ALAMEDA.
3 SEAWALL ALONG THE NORTH EDGE OF THE
SEAPLANE LAGOON.
4 RESTORED A-7 CORSAIR PLACED ALONG
ATLANTIC AVENUE NEAR FORMER EAST GATE.
5 VIEW WEST DOWN W. SEAPLANE LAGOON
AVENUE TOWARDS SAN FRANCISCO.
1
3 4 5
2
33Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
EXISTING BUILDINGS, COMMERCIAL USES,
AND ATTRACTIONS
Nineteen buildings and structures totaling
741,000 square feet exist in the Waterfront
Town Center Area. Of the 19, six are vacant
and in need of significant upgrades to meet
current code. Existing tenants in the Plan
Area include:
• Bladium Sports and Fitness Club in
Building 40 (a commercial recreational
facility with indoor and outdoor playing
fields),
• Group Delphi in Building 39 (creators
of fabricated exhibits for museums,
conferences and exhibits),
• Alameda Point Studios in Building 14
(a collection of artisans - including fine
furniture makers, cabinetmakers, and
piano restoration),
• A number of warehouse-facilities
• Naval Air museum
• NRC
• Antique by the Bay
EXISTING BUILDINGS
Existing Historic District Contributing Building
Other Existing Building
Existing Open Space
Precise Plan Boundary SAN FRANCISCO BAY
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
20
76
134
4
2
21 363
5
40011 12 39
10
6
1
31
94
525 585
135 137
6075A
18
16
7
115
130 17116
114 101
72A72B607 35191
8 92 78
117 118
152
9 91
32
40 41
77 13 98
67
112
66 398
162
14
360163
372
397
170
169168
167
551 584
166 410 530
414
113
517512
564 119
527 90
393400A
405
624342
44
22
23
24
19
25
29
611
338
USS HORNET
PLANNED
WETA FACILITY
34
1 ALAMEDA POINT ANTIQUES FAIRE
2 ST. GEORGE SPIRITS
3 BLADIUM
4 ROCKWALL WINERY, TASTING ROOM & EVENT
SPACE
5 MARITIME ACTIVITIES, INCLUDING ARTEMIS
RACING, THE MARAD FLEET, AND THE USS
HORNET
1
3 4 5
2
35Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
EXISTING EVENTS AND OTHER ATTRACTIONS
EXISTING EVENTS + ATTRACTIONS
The Existing Events and Other Attractions
map (shown right) and photos (left)
identify a selection of existing events and
other points of interest located on site and
in the immediate area, including:
Arts and Entertainment
Film and Events Production
High Tech
Food and Beverage
Manufacturing
Maritime
Municipal and Civic Uses
Sports and Recreation
Wholesale, Warehouse, Transportation
Navy
Existing Long Term Lease
Precise Plan Boundary
1 CURRENT ANTIQUES BY THE BAY LOCATION,
MYTHBUSTERS, RIDE & DRIVE EVENTS
2 ST. GEORGE SPIRITS
3 ROCKWALL WINERY
4 ANTIQUES BY THE BAY (POTENTIAL FUTURE
LOCATION)
5 SOCCER LEAGUES
6 MICHAAN’S THEATER AND AUCTION
7 BLADIUM
8 ALAMEDA POINT STUDIOS
9 USS HORNET MUSEUM
10 BOAT RAMP
SAN FRANCISCO BAY
SEAPLANE LAGOON
MA
I
N
S
T
R
E
E
T
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. TOWER AVENUE
W. MIDWAY AVENUE
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MAIN STREET
REDLINE AVENUE
MO
N
A
R
C
H
S
T
R
E
E
T
W. HORNET AVENUE
CEN
T
R
A
L
A
V
E
N
U
E
PACIFIC AVENUE
WEST
ALAMEDA
R. APPEZZATO PARKWAY
BAYPORT
WILLIE STARGELL AVENUE
VA HEALTH CLINIC
AND COLUMBARIUM
NATURE RESERVE
1
6
4
5
7
8
9
5
5
10
2
6
3
PLANNED
WETA FACILITY
36
1 US MARITIME ADMINISTRATION (MARAD)
2 MAKANI POWER (GOOGLE X)
3 NRC ENVIRONMENTAL SERVICES
4 ALAMEDA POINT STUDIOS
5 GROUP DELPHI
EXISTING EMPLOYERS
For the entire Alameda Point, there are
more than 100 businesses employing ap-
proximately 1,000 people, with an extensive
road system serving existing administra-
tive and industrial buildings, warehouses,
and piers. The City leases approximately
1.8 million square feet of space in existing
buildings, which currently house a range of
uses, including City administrative offices,
St. George Spirits (a premium craft dis-
tillery), Rock Wall Wine Company, Power
Engineering (maritime construction),
Natel Energy, Makani Power (owned by
Google-X), Michaan’s Auctions (a leading
West Coast, full-service auction house),
and the Alameda Point Antiques Faire (the
largest monthly antiques show in northern
California). A significant number of vacant
buildings also exist, including buildings
formerly used as barracks.
1
3 4 5
2
37Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
MAJOR EXISTING EMPLOYERS
10-19 Employees
20-49 Employees
50-99 Employees
100-250 Employees
Precise Plan Boundary
1
6
7 8
9
10
11
12
13
14
15
17
18
16
2
3
4
5
1 AUCTIONS BY THE BAY, INC.
2 ST. GEORGE SPIRITS
3 WEST COAST NOVELTY
4 ROCKWALL WINERY / COMPLETE COACH WORKS
5 MAKANI POWER, INC./NATEL
6 CITY OF ALAMEDA
7 GROUP DELPHI
8 BLADIUM
9 ALAMEDA POINT COLLABORATIVE
10 EVENT PRODUCTIONS, INC.
11 PUGLIA ENGINEERING, INC.
12 JETSMART / ALAMEDA AEROSPACE
13 GFC NORTH AMERICA VAN LINES
14 NRC ENVIRONMENTAL SERVICES, INC.
15 BAE
16 POWER ENGINEERING CONTRACTORS, INC.
17 MARINE ADMINISTRATION RRF
18 ALAMEDA POINT STUDIOS
Approximately 178,000 square feet of the
existing piers in the former Navy Seaplane
Lagoon are being leased to marine-related
industrial uses [the primary lessee is the
United States Maritime Administration
(MARAD)]. A decommissioned aircraft
carrier, the USS Hornet, is moored at one
of Alameda Point’s piers, adjacent to the
Seaplane Lagoon, and is being used as the
USS Hornet Museum.
SAN FRANCISCO BAY
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
USS HORNET
PLANNED
WETA FACILITY
38
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
NAS ALAMEDA HISTORIC DISTRICT
The NAS Alameda Historic District
(Historic District) is listed in the National
Register of Historic Places. Approximately
645 acres of land and all 115 acres of water
within the Waterfront Town Center Area
are also within the Historic District. The
Waterfront Town Center includes the
following major contributing features of
the Historic District: the Seaplane Hangar
Buildings 39, 40, and 41; Building 77; the
Seaplane taxiways; the Seaplane Lagoon;
and the Seaplane Lagoon ramps.
Existing Historic District Contributing Building
NAS Alameda Historic District
Other Existing Building
Existing Open Space
Precise Plan Boundary
NAS ALAMEDA HISTORIC DISTRICT
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
20
4
2
21 363
5
40011 12 39
10
6
1
31
94
525 585
135 137
6075A
18
16
7
115
130 17116
114 101
72A72B607 35191
8 92
9 91
32
40 41
77
400A
405
624342
44
22
23
24
19
39Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
1 BUILDING 41
2 PAN AM TERMINAL (BUILDING 77)
3 PAN AM TERMINAL (BUILDING 77)
4 PAN AM TERMINAL (BUILDING 77)
4
1
3
2
40
3000’2000’1000’0’
1” = 2000’-0”
STATE LANDS BOUNDARIES
PUBLIC TRUST LANDS
Portions of the Waterfront Town Center
Area that constitute reclaimed tide
lands and submerged lands within NAS
Alameda are subject to the Public Trust
for commerce, navigation and fisheries
(“Public Trust”). The City, as the property
owner, acts as the trustee of the tidelands
and submerged lands that existed at the
time of statehood in 1850. The Public
Trust generally limits the allowable uses
on Trust Lands (whether filled or unfilled)
to maritime-related uses, water-oriented
recreation, hotels and restaurants, habitat
preservation, scientific study, and similar
maritime, open space, and visitor-serving
uses. In total, approximately 48 acres of
land and 113 acres of water within the
Waterfront Town Center Area are subject to
the Public Trust.
State Lands Submerged Area
State Lands
Precise Plan Boundary
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
VA HEALTH CLINIC
AND COLUMBARIUM
41Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
3000’2000’1000’0’
1” = 2000’-0”
BIOLOGICAL OPINION BOUNDARIES
PROPOSED VETERANS ADMINISTRATION
FACILITY AND NATURE RESERVE
To the west of the Plan Area are
approximately 624 acres of land owned
by the Navy, which will be transferred to
the Veterans Administration as part of
a separate project (“Federal Property”).
The Veterans Administration is currently
planning for the development of a
columbarium and a 160,000-square-foot
outpatient clinic.
The undeveloped portion of the Federal
Property contains wetlands, runways, and
a breeding colony of the California Least
Terns, an endangered species under the
federal Endangered Species Act. These
portions of the Federal Property, referred
to as the “Nature Reserve” in Alameda
Point’s Zoning Ordinance Amendment,
are managed for the protection of the Least
Terns by the federal government. PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
VA HEALTH CLINIC
AND COLUMBARIUM
LEAST
TERN
COLONY
NORTHWEST
TERRITORIES
NATURE RESERVE
UNDEVELOPED PORTION
42
EXISTING INFRASTRUCTURE
The majority of the existing infrastructure
within the Waterfront Town Center Area
was installed by the Navy over 70 years ago,
and is beyond its service life. The active
existing utility systems include wastewater,
storm water, potable water, electrical,
natural gas and telecommunications. The
inactive existing utility systems include
industrial waste, steam and fuel. The major
deficiencies in the infrastructure systems
include:
• The existing storm water system allows
high tide waters to enter the system
and flood low lying areas within the
project site. As a federal facility, the
Naval Air Station was never included
in the Federal Emergency Management
Agency (FEMA) program evaluating
flood hazards.
• The Plan Area is not prepared for sea
level rise.
• The sanitary sewer system allows
infiltration and inflow into the
downstream transmission system
during wet weather conditions.
• The water system has been subject to
breaks, repairs are costly, and existing
tenants are sometimes without water
service for up to several days until
repairs can be completed.
• The telecommunications systems are
unreliable and existing tenants have
experienced disruptions in service for
multiple days.
• The natural gas system does not
provide service to portions of the Plan
Area.
• The sidewalks range from good to poor
condition through the Plan Area and
many locations require replacement
and do not meet accessibility
standards.
• The existing streets were designed
by the Navy with expansive areas of
pavement for the movement of large
airplanes, trucks and materials. The
street network is not designed to
facilitate a pedestrian oriented, transit
supportive environment.
The City adopted in early 2014 an Alameda
Point Master Infrastructure Plan for
guiding the rehabilitation and alleviation of
these deficiencies.
Alameda Municipal Power (AMP) owns
and operates the existing electric power
facilities at Alameda Point, including the
Cartwright Substation near the Skyhawk
Street and 11th Street intersection located
within the Water Town Center area.
The Substation is a critical component
of the existing electrical system and is
intended to remain in service throughout
the redevelopment of Alameda Point.
The Substation provides local electrical
distribution to Alameda Point and
portions of the surrounding areas to the
east. The easements surrounding the
Substation restrict the potential land uses to
landscaping or parking areas.
Geotechnical Conditions
Several geotechnical issues must be
addressed during site preparation
including: consolidation and settlement of
the Young Bay Mud layer, liquefaction and
seismic hazards, groundwater control and
corrosivity, structural stability of shoreline
treatments, installation and design of
subsurface utilities, and requirements
for a deep foundation system for heavily
loaded structures. Corrective measures to
address these issues must be implemented
in order to transform the Plan Area into
a long term, flood and seismically safe
community. These geotechnical conditions
are addressed in the Master Infrastructure
Plan and in Chapter 7, Infrastructure and
Financing, of this Precise Plan.
FLOOD AND SEA LEVEL RISE HAZARDS
As a federal facility, the NAS Alameda
was never included in the FEMA program
evaluating flood hazards. Once the
property is conveyed from the Navy to the
City and subsequently to private ownership,
the property will be mapped by FEMA
and land determined to be within a tidal
flood area will be subject to flood insurance
requirements.
The US Army Corps of Engineers prepared
a “San Francisco Bay – Tidal Stage versus
Frequency Study” in October 1984. This
report analyzed tidal data from around
the Bay Area for a 129-year period, and
determined that portions of Alameda Point
will be inundated by a 100-year flood. As a
part of the development of Alameda Point,
the final storm drain analysis and grading
plan will need to be submitted to FEMA for
its review and approval of the project.
The San Francisco Bay Conservation
and Development Commission (BCDC)
updated the San Francisco Bay Plan in
October 2011, to address the expected
impacts of climate change in the San
Francisco Bay. The updates to the Bay Plan
include guidance for addressing future sea
level rise with regard to planning projects
along the San Francisco Bay shoreline that
are susceptible to future inundation.
CARTWRIGHT SUBSTATION
43Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
3000’2000’1000’0’
1” = 2000’-0”
EXISTING AND PROJECTED FLOOD HAZARDS
3000’2000’1000’0’
1” = 2000’-0”
100 Year Tide (Elev. 3.6)
100 Year Tide plus 24” Sea Rise (Elev. 5.6)
NAS Alameda Historic District Contributing Buildings
Precise Plan Boundary
Future sea level rise would increase
the areas of flooding within the project
site. Scientific uncertainty remains
regarding the pace and amount of future
sea level rise, therefore a sea level rise
monitoring program would be established
to periodically review actual sea level
rise amounts, trajectories, and updated
projections. Strategies for the long term
protection from sea level rise may be found
in the Master Infrastructure Plan and in
Chapter 7, Infrastructure and Financing, of
this Precise Plan.
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
44
3000’2000’1000’0’
1” = 2000’-0”
ALAMEDA POINT LAND CONVEYANCE SCHEDULE
SOIL AND GROUNDWATER CONTAMINATION
AND CONVEYANCE SCHEDULE
The Waterfront Town Center Area contains
or contained contaminated soils and
groundwater associated with past industrial
activities, including a former municipal
airfield, an army air base, an oil refinery,
various manufacturing facilities, and the
Navy’s industrial operations.
Once remediation is completed by the Navy
and consistent with federal requirements,
land will be conveyed to the City in distinct
phases. In June 2013, Phase 1 transferred
the majority of Alameda Point, 1,379 acres,
to the City. Phase 1 included 81 acres of
the Waterfront Town Center Area. Phase
2 may transfer approximately 229 acres,
potentially including 56 of the acres of
the Waterfront Town Center Area (the
taxiways near the northwest corner of the
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
WEST
ALAMEDA
Phase 1 Land
Phase 1 Submerged
Phase 2 Land (2014)
Phase 3 (2015)
Phase 4 (2019 or later)
Precise Plan Boundary
45Alameda Point Town and Waterfront Precise Plan | CHAPTER 2 EXISTING CONDITIONS
Lagoon and land north of Ralph Appezzato
Parkway), by December 2014. Phase 3
does not involve land in the Waterfront
Town Center Area; it covers 36 acres at
the northwest tip of Alameda Point and
is expected to be conveyed by December
2015. The remaining 15 acres of the
Waterfront Town Center Area will be
conveyed as part of the 178 acres of Phase
4, which is anticipated to be transferred by
December 2019.
ACCESS AND MOBILITY
3
46
TRANSPORTATION PLANNING FRAMEWORK
Essential to the redevelopment of Alameda Point are access
and mobility improvements that expand transportation options
and promote walking, cycling and public transit use over
automobile dependency.
The California Sustainable Communities and Climate
Protection Act of 2008 (SB 375) targets the reduction of
greenhouse gas (GHG) emissions through coordinated
transportation and land use planning with the overarching goal
of fostering sustainable communities. Under the Sustainable
Communities Act, the California Air Resources Board
(CARB) sets regional targets for GHG emissions reductions
and monitors compliance. Each of the State’s 18 Metropolitan
Planning Organizations (MPOs) are subsequently tasked
with developing a Sustainable Community Strategy (SCS)
that coordinates transportation and land-use planning to
accommodate projected population growth and achieve the
emissions target for the region. The SCS for the San Francisco
metro area is contained within Plan Bay Area - a long-range
integrated strategy that advances expansion of housing and
transportation choices, creates healthier communities, and
builds a stronger regional economy.
Jointly adopted by the Association of Bay Area Governments
(ABAG) and the Metropolitan Transportation Commission
(MTC) in 2013, Plan Bay Area allocates 80 percent of the
region’s future housing needs to Priority Development Areas
(PDAs). These neighborhoods are planned to offer frequent
transit service, as well as a wide variety of housing options
and amenities such as grocery stores, community centers, and
restaurants within a walkable environment. Under Plan Bay
Area, Alameda Point is a designated Priority Development
Area, identified by both city and regional planning officials as a
vital opportunity site for transit oriented development.
Due to the site’s significance as a designated PDA, as well as to
the existing access constraints of the island city, multi-modal
mobility improvements are a fundamental element of the
overall planning effort for Alameda Point, and to this Precise
Plan. The following pages detail the Access and Mobility
framework for the site, including new shuttle and rapid bus
services and facilities, a new ferry terminal, an extensive
cycling network, a comprehensive Transportation Demand
Management Plan, and a walkable network of pedestrian
friendly streets. The related land use framework is described in
Chapter 5. Together, access and mobility and associated land
uses for the Town Center have been holistically integrated to
moderate traffic, reduce GHG emissions, and create a healthier,
transit-oriented, sustainable community.
EXISTING TRANSPORTATION FACILITIES AND TRANSIT SERVICES
Located on an island, existing access to the Plan Area is
limited. The primary access to Alameda Point is via Ralph
Appezzato Memorial Parkway (Atlantic Avenue) at Main
Street. This was the site of the former east gate of the NAS
Alameda, which provided a shortcut to core areas of the base,
including the Seaplane Lagoon. The Waterfront Town Center
Area is envisioned as the gateway to Alameda Point precisely
because of this main access point.
Regional access to Alameda Point is provided by:
• Interstate 880 (I-880) through Oakland – the nearest
highway to the Plan Area – provides regional access for
automobiles and transit.
• State Route 61 (SR 61) through the Webster-Posey Tube
connecting the island of Alameda and the City of Oakland.
SR 61 is located approximately one mile east of the Plan
Area and provides access to I-880.
Essential to the redevelopment
of Alameda Point are access
and mobility improvements
that expand transportation
options and promote walking,
cycling and public transit use
over automobile dependency.
47Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
48
EXISTING STREET CLASSIFICATIONS, 2009 GENERAL PLAN TRANSPORATION ELEMENT
• The Alameda Ferry Terminal—located
on the north side of Main Street within
½ mile of the Plan Area. The ferry
is operated by the Water Emergency
Transportation Authority (“WETA”).
WETA operates daily commuter and
excursion ferry service from this
terminal to San Francisco.
• Regional and local bus services –
provided by the Alameda-Contra Costa
Transit District (“AC Transit”). AC
Transit operates bus service island-wide,
including a portion of Alameda Point,
with bus routes to the MacArthur, Lake
Merritt, and Oakland City Center 12th
Street BART Stations.
• Of the four BART stations used by
Alamedans, including Fruitvale, West
Oakland, Lake Merritt and 12th Street,
the latter two are closest to the site.
• The Oakland International Airport,
located approximately six miles
southeast of Alameda Point, provides
convenient national and international
access to the Plan Area.
1.5mi1.0mi0.5mi0
1” = 1 mile
Regional Arterial
Island Arterial
Island Collector
Local Street
Transitional Arterial
Transitional Collector
Precise Plan Boundary
SEAPLANE
LAGOON
DOWNTOWN ALAMEDA
ATLANTIC AVENUE
FERRY TERMINAL
BART
BART
BART
BART
SAN FRANCISCO BAY
OAKLAND ESTUARY
ALAMEDA POINT
I 880SR 61
DOWNTOWN OAKLAND
NATURE RESERVE
OAKLAND
INTERNATIONAL
AIRPORT
49Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
EXISTING PUBLIC TRANSIT SERVICES
EXISTING TRANSIT SERVICE
As noted above, Alameda Point is relatively
remote within the existing regional public
transit network, with limited ferry and local
bus service to the area. In order to create
a truly transit oriented development, the
project commits to providing intermodal
transit services and facilities.
1.5mi1.0mi0.5mi0
1” = 1 mile
DBDB1
DBDB1
D
B
D
B
1
D
B
D
B
1
D
B
D
B
1
D
B
D
B
1
D B
D
B
D
B
1
1
2
0
1
4
0
1
8
0
1
4
1
D
B
D
B
1
D
B
D B
D
B
1
D B
D
B
D B 1
D B 1
D
B
1
DB1D
B
1
17
D
B
D
B
1
D B
D
B
D
B
1
MAP LEGEND
SEAPLANE
LAGOON
DOWNTOWN ALAMEDA
SAN FRANCISCO BAY
MAIN STREET FERRY
OAKLAND ESTUARY
ALAMEDA POINT
DOWNTOWN OAKLAND
NATURE RESERVE
50
Intentionally Blank
51Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
3000’2000’1000’0’
1” = 2000’-0”
EXISTING SITE ACCESS AND CIRCULATION
EXISTING SITE ACCESS AND CIRCULATION
As a former military base, site access to
Alameda Point has traditionally been
limited to a few entry points along Main
Street, at the Main Gate, West Midway
Avenue, Atlantic Avenue, Pacific Avenue,
and along Central Avenue via West
Oriskany Avenue. The primary entry to the
Town Center will be from the realignment
of Atlantic Avenue as an extension of Ralph
Appezzato Memorial Parkway, with a
number of additional entry points provided
to disperse traffic and integrate the site with
the City, including those at West Tower
Avenue and the new as yet unnamed streets
that will be constructed as part of the
redevelopment.
Regional Arterial
Island Arterial
Island Collector
Local Street
Transitional Arterial
Transitional Collector
Precise Plan Boundary
PACIFIC AVENUE
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
OR
I
O
N
A
V
E
N
U
E
W. TOWER AVENUE
W. TRIDENT AVENUE
W. SEAPLANE LAGOON AVENUE
W. ORINSKANY AVENUE
PEDESTRIAN-ORIENTED STREETS
The second structuring element is a network of pedestrian-
oriented streets, with vehicular travel ways minimized for
traffic calming, and generous sidewalks buffered by on-
street parking and landscaping and activated by ground-
floor retail, sidewalk cafes, and other public uses.
52
880’
150’
415’
280’235’
220’
235’
2
1
0
’
11
0
0
’
4
5
0
’
5
5
0
’
21
5
’
235’
570’
20
5
’
20
5
’
52
5
’
46
0
’
STREET NETWORK STRUCTURE
The street network for the Alameda Point Town Center
is organized around a few key components. The first
structuring element is a flexible block size, able to
accommodate a range of commercial and residential uses,
while promoting walkability. Taking a cue from blocks
found in Alameda – which vary in size, but are generally
WALKABLE STREET NETWORK - ALAMEDA COMPARISON
THE TOWN CENTER PRECISE PLAN TAKES A CUE FROM BLOCKS IN ALAMEDA, WHICH VARY, BUT ARE GENERALLY SMALL TO MEDIUM IN SIZE.
on the small to medium end of the spectrum –blocks
proposed for the Town Center typically fall within a range
of 200’-250’ in width by 300-450’ in length. Blocks of this
size range are small enough to enhance pedestrian mobility,
but generally large enough to accommodate structured
parking, where needed.
STREET AND BLOCK PLAN
Organizing Principles
The geometry of streets and blocks in the Plan is organized
to reflect a hierarchy of major streets, and the orientation
of blocks to address site specific conditions. The principal
organizing armature is created by the extension of Ralph
Apazzato /Atlantic Avenue into the site west of Main Street,
and its intersection with the north south streets Pan Am
Way and Ferry Point Road.
Blocks within the Town Center south of Atlantic are
oriented east west. This maximizes public access and
visibility to the Seaplane Lagoon, and has the added benefit
of reducing the number of intersections cyclists must cross
as they use the bikeway to be located on the south side of
Atlantic.
Blocks north of Atlantic are also oriented in a generally
east/west direction, but the pattern is finer grained, both to
provide a variety of routes for pedestrians to reach Atlantic
and the waterfront, but also to make through vehicular
traffic less attractive.
The block pattern west of Pan Am Way is generated by the
location of the existing hangars and the 200’ public open
space setback from the north edge of the Seaplane Lagoon,
and is organized so as to be generally symmetrical around
the centerline axis running through Building 39. The
east west streets do not directly connect to Pan Am Way
in order to ensure that the key waterfront open space in
the Town Center, immediately west of the intersection of
Atlantic and Ferry Point Road, is not overly impacted by
through east west traffic.
MULTI-MODAL TRANSPORTATION COORDINATION DESIGN FOR A CULTURE OF CYCLING
The third structuring element is coordination of facilities
for public transit. In conjunction with the Transportation
Demand Management Plan, the Precise Plan designates
routes and streets designed to accommodate improved AC
Transit service, with direct intermodal connection to a new
Ferry terminal located in the Seaplane Lagoon.
The fourth structuring element is a world-class network
of project-wide cycling facilities, designed to encourage
a culture of biking. The multi-purpose trails, protected
bikeways, and striped lanes provided within the Town
Center tie into Alameda Point and city-wide routes,
promoting access for all Alamedans to the Town Center’s
open space attractions and other amenities.
53Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
54
STREET AND BLOCK PLAN
STREET AND BLOCK PLAN
The street and block plan is organized
by three principal axes. They are: 1) the
extension of Pan Am Way south of West
Tower Avenue; 2) a realigned Ferry Point
Road along the eastern edge of the Seaplane
Lagoon to create a strip of developable land
between the Road and the Lagoon; and 3)
the extension of Ralph Appezzato Parkway
in alignment with the 200’ State Lands
setback from the north edge of the Seaplane
Lagoon.
4) Block alignment in the taxiway area
on the north side of the Seaplane Lagoon
is governed by the extension of existing
street rights of way (Lexington Street and
Saratoga Street) and the geometry of the
existing hangar buildings.
200’
STATE LANDS BOUNDARY
REALIGN FERRY POINT
ROAD TO CENTER BETWEEN
BUILDINGS 166 AND 167
MATCH CENTERLINE OF
PACIFIC AVENUE
MATCH EXISTING
CENTERLINE
BETWEEN ORION AND
MAIN, ANGLE APPEZZATO
EXTENSION TO MEET
MAIN ST. INTERSECTION
WITH MINIMUM
RECONFIGURATION
NORTH EDGE OF APPEZZATO
EXTENSION ALIGNED TO MATCH
STATE LANDS BOUNDARY
3
4
2
1 MATCH CENTERLINE OF
EXISTING PAN AM WAY
EXTEND AT ~45° ANGLE FROM INTERSECTION
OF APPEZZATO AND FERRY POINT ROAD TO
MEET PAN AM WAY
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MO
N
A
R
C
H
S
T
R
E
E
T
PACIFIC AVENUE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
H (max)
L (typical)
W(typical)
300’
200’
250’
450’
Walkable Block Dimension Guidelines:
Max. Block Length: L ≤ 600’
Max. Block Perimeter: 2L+2W ≤ 1300’
55Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
BLOCK SIZE GUIDELINES
BLOCK DIMENSIONAL CRITERIA
The dimensions of blocks within the
Precise Plan are similar to those found in a
number of locations elsewhere in Alameda,
and the control of their size is intended to
promote a highly walkable and pedestrian
oriented environment. It is anticipated
that detailed design of specific projects
within the Precise Plan area may suggest
minor revisions to the block dimensions
shown in this document. However, all
future development should adhere to the
following criteria.
The maximum length of a block face
(L) should not exceed 600’, with a 450’
maximum preferred. Blocks longer than
450’ should include a public easement
located in the middle one third of the
block to maintain the desired fine grained
pedestrian network.
The maximum width of a block face
(W) should not exceed 300’, with a 200’
maximum preferred.
The maximum length of the perimeter of a
block (2L x 2W) should not exceed 1,600’,
with a 1,300’ maximum preferred.
56
EASEMENTS
as a means of connecting the areas north
of the Town Square to the Square and the
waterfront, and in blocks longer than 600
linear feet to increase the route options
for pedestrians. Easements should be
a minimum of 20’ wide, be publicly
accessible, open to the sky but where
buildings bridge easement, it will have a
minimum clear height of 25’. Bridging
of the Historic District Easement is
prohibited. Easements should be designed
to promote and support use by pedestrians
and cyclists, but may contain limited
vehicular access.
WATERFRONT
EASEMENT
NEIGHBORHOOD
ACCESS EASEMENT
PARCEL
EASEMENT
HISTORIC
DISTRICT
EASEMENT
PARCEL
EASEMENT
PARCEL
EASEMENT
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MO
N
A
R
C
H
S
T
R
E
E
T
PACIFIC AVENUE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
EASEMENTS
The plan includes easements to ensure
public access to the waterfront, and
to promote a fine grained pedestrian
environment. They occur as extensions of
street rights of way, in the Town Center
57Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
3/8 mile1/4 mile1/8 mile0’
1” = 1/4 mile
PROPOSED STREET CLASSIFICATION
PROPOSED STREET CLASSIFICATION
The circulation hierarchy for the Town
Center project proposes a fine grain
network of streets, organized in a grid
structure to disperse traffic and allow easy
navigation for pedestrians, cyclists, transit
riders and drivers alike. The primary
entry to the Town Center area will be
via R. Appezzato Memorial Parkway,
with secondary entries from West Tower
Avenue, and Pacific Avenue, and a number
of tertiary access points along Main Street
as well. The combination of Pan Am Way
and Ferry Point Road serves an important
north-south distribution function. Within
the Town Center, Orion Avenue links south
to the Enterprise District. The alignment
of the backbone street network is guided by
the Master Infrastructure Plan. In addition,
the Town Center will include a fine grain
of narrow local streets. Alignments of the
Local streets shown here are conceptual,
and are intended as flexible within the
guidelines for block size.
Regional Arterial
Island Arterial
Island Collector
Local Street
Transitional Arterial
Transitional Collector
Precise Plan Boundary
58
PROPOSED TRANSIT ROUTES
PROPOSED TRANSIT ROUTES
The Precise Plan designates streets for
transit service, some of which do not offer
transit service today. The extension of
Ralph Appezzato Memorial Parkway, from
the entry at Main Street to Ferry Point Road
at the edge of the Seaplane Lagoon, will be
configured with lanes dedicated for transit
service. The majority of public transit
and shuttles serving the town center are
envisioned to circulate in a two-way loop
along R. Appezzato Memorial Parkway,
Ferry Point Road, and Pacific Avenue.
Secondary routes for transit to other parts
of Alameda Point are also provided.
Dedicated Transit
Primary Transit
Secondary Transit
Other Street
Conceptual Transit Stop Location
Conceptual Transit Center Location
Conceptual Parking Location
T
P
Precise Plan Boundary
59Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
TRANSPORTATION DEMAND MANAGEMENT
The FEIR for Alameda Point requires that
the City condition all development in the
project area to comply with the TDM Plan,
as a mitigation measure for potential traffic
impacts identified in the report. Beyond
simply mitigating potential impacts of the
Alameda Point redevelopment project,
and more comprehensive services as
specific thresholds are met; and,
3. Utilize annual monitoring of
performance as a mechanism for
continuous improvement of the TDM
Plan.
As part of the TDM program
implementation, the residents and
employers of Alameda Point will
be required to fund, comply with,
collaboratively manage, monitor, and
continuously improve upon a TDM
program that mitigates traffic impacts while
improving the quality of life for those who
live and work at Alameda Point. Revenue
generated annually by Alameda Point
property owners, residents and employers,
will fund a Transportation Management
Association (TMA). As a collaborative,
the property owners, residents and
tenants of Alameda Point will fund,
implement, and direct the management
of the TDM Plan and be accountable for
the Plan’s success. As stated above, every
development at Alameda Point will be
required to comply with, and provide
annual financial contributions to fund
the management of the TDM Plan and
TDM services. Additional detail on TDM
related programs, facilities and services can
be found in the Transportation Demand
Management Plan for Alameda Point.
TRANSPORTATION DEMAND MANAGEMENT
STRATEGY, PREFERRED ROUTES AND
PRIORITY FACILITIES
In order to avoid increased traffic and
create a truly transit-oriented community,
both the City of Alameda’s General Plan
and the Final Environmental Impact
Report (FEIR) for Alameda Point
require preparation of a comprehensive
Transportation Demand Management Plan.
Transportation Demand Management
(TDM) refers to a range of strategies,
measures, and services that target
significant decrease of Single Occupant
Vehicle (SOV) trips to mitigate potential
traffic impacts, achieve the City’s General
Plan goals for automobile trip reduction,
and facilitate the envisioned transit-
oriented development at Alameda Point.
TDM strategies are designed to collectively
influence travel behavior through the
introduction of convenient transit services,
combined with other incentives and/or
disincentives. Please refer to the Alameda
Point Transportation Demand Management
Plan for more information.
Transportation Demand Management
contributes to meeting regional goals
that include: reducing congestion on the
Bay Area’s routes of regional significance;
conserving transportation-related energy
consumption; reducing the primary source
of GHG emissions; improving public
safety and thereby increasing mobility for
pedestrians, cyclists and and improving
the overall health of the population by
encouraging physically active forms of
transportation. TDM components for
Alameda Point are proposed to include:
1. Shuttles and buses to supplement,
compliment and expand AC Transit,
BART and WETA services,
2. Car and Bicycle Share Programs,
3. A Parking Management Program to
control parking supply and pricing,
4. A strategy for phased implementation
of TDM measures, and
5. Active management through
annual monitoring and reporting
mechanisms.
The TDM Plan developed by the City for
Alameda Point incorporates the flexibility
to:
1. Adapt to future phasing of Alameda
Point land uses;
2. Implement transit services beginning
with the commencement of
redevelopment and introduce larger
Dedicated lanes for shuttles, Bus Rapid
Transit (BRT), or Rapid Bus Service
(RBS), are provided along the extension
of Ralph Appezzato Memorial Parkway,
creating a primary transit loop with Ferry
Point Road and Pacific Avenue. Stops
are placed along this primary route to
afford easy access to the Town Center
and Enterprise areas, including a bus
drop-off co-located with the proposed
Ferry Terminal at the intersection of
Ferry Point Road and Pacific Avenue.
TRANSIT ROUTES AND PRIORITY FACILITIES
Within the Town Center project area, the
Precise Plan makes provision for transit
routes and identifies locations for priority
facilities in furtherance of the TDM
Plan. Most significantly, the Precise Plan
designates:
1. Streets designed for Shuttle and/or
expanded AC Transit BRT or RBS
services
2. The location for a new Ferry Terminal
within the Seaplane Lagoon with
future service provided by WETA
3. Coordination of intermodal facilities,
including a bus drop-off co-located
with the Ferry Terminal, and provision
for an intermodal transit center.
4. Locations for public parking facilities
to meet the parameters set forth in the
proposed Parking Management Plan
included in the TDM Plan.
60
POTENTIAL PUBLIC PARKING LOCATION
Conceptual locations are indicated for
public parking facilities that improve
intermodal functionality and meet the
parameters of City’s the proposed Parking
Management Plan.
Dedicated Transit
Primary Transit
Secondary Transit
Other Street
Conceptual Transit Stop Location
Conceptual Transit Center Location
Conceptual Parking Location
T
P
Precise Plan Boundary
R. APPEZZATO PARKWAY
PACIFIC AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
P
P
P
P
P
61Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
BRT OR RBS FERRY TERMINALTRANSIT CENTER
TRANSIT SERVICE
Transit services will be provided by a combination of
shuttles and buses that supplement AC Transit’s existing
and future services to Alameda Point.
FERRY TERMINAL
Ferry service to Alameda is currently provided via an
existing terminal at Main Street, north of the project
area. The Precise Plan recommends the relocation of this
TRANSIT CENTER
The proposed Transit Center provides passenger waiting
facilities as well as drop-off area, shuttle and bus layover,
and modest driver accommodations. It may also include
limited parking. The Transit Center is conceptually located
along Pacific Avenue, with ready access to future the
employment centers and Ferry Terminal, and within 5
minutes walk of the Town Center. The primarily utilitarian
nature of this facility is such that location within the core of
the Town Center is not recommended.
terminal to the southeast corner of the Seaplane Lagoon,
near the intersection of Pacific Avenue and Ferry Point
Road. This terminal could serve a relocated existing ferry
route, or an entirely new service route. Such a terminal
would accommodate two ferry berths, as well as ticketing
and passenger waiting facilities, public restrooms, and
limited food and beverage service. Parking sufficient to
replace the existing capacity of the Main Street terminal
is proposed to be provided with approximately half of
necessary spaces located immediately adjacent to the
terminal, and the other half located within close distance.
The possibility for parking reductions will be considered
in conjunction with the new terminal location and the
potential for an exclusive Alameda new ferry service.
62
1500’1000’500’0’
1” = 1000’-0”
FERRY TERMININAL AND MARINA PROXIMITY
CONSIDERATIONS
An additional consideration for the
placement of functions within the Seaplane
Lagoon is the proximity of marina and
ferry facilities. Access for both marina
and ferry functions is best accommodated
along Ferry Point Road, on the eastern
edge of the Seaplane Lagoon. However,
due to the wake created by ferries, and the
potential conflicts with commercial marina
operations this may create, any marina
developed in the Seaplane Lagoon within
proximity of a future terminal may require
wake protection, such as a breakwater.
As such, an integrated approach toward
the design and implementation of future
ferry and marina uses within the Seaplane
Lagoon is required.
PROPOSED MARINA AND FERRY TERMINAL LOCATION OPTIONS SOUTH SAN FRANCISCO OYSTER POINT MARINA AND FERRY TERMINAL
Towards this end, the Precise Plan
identifies three alternative locations for
the Ferry Terminal, in order to allow
WETA flexibility to determine the best
location to meet its operations and service
needs. Consequently, the location, size
and development specification of a marina
within the Seaplane Lagoon is pending final
decision on the future location of the ferry
terminal in consultation with WETA, and
with requisite review, by WETA, of wake
protection requirements and measures.
1
2
3
SEAPLANE LAGOON
PACIFIC AVE.
FE
R
R
Y
P
O
I
N
T
R
O
A
D
PROPOSED
MARINA
RECOMMENDED
FERRY LOCATION
ALTERNATIVE
FERRY LOCATIONS
63Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
BIKE FACILITIES FOR ALAMEDA POINT
The Precise Plan, in concert with the
recent Alameda Point planning approvals,
includes a complete network of bicycle
facilities at Alameda Point, with the goal
of developing the project as a world-class
cycling district, reflecting best practices in
design for biking.
PROPOSED ALAMEDA POINT BIKE FACILITIES
Type 1A: Separated Bike Trail
Type 1B: Shared Pedestrain/Bike Trail
Type 2A: Bike Lanes with Physical Barrier (cycle track)
Type 2C: Bike Lanes with Stripe Only
Type 2B: Bike Lanes with Buer
Type 3B: Shared Roadway (Sharrows)
Bike Parking/Rental Kiosk
64
1000’500’0’
1” = 667’-0”
250’750’
PROPOSED TOWN CENTER BIKE FACILITIES
Within the Town Center Area, all public
streets are proposed to include some facility
for cycling. Separated, shared, or protected
bikeways are proposed along Main Street
to connect the north and south shores of
the island, along Appezzato Parkway as
an extension of the cross-Alameda Trail,
and along Pan Am Way and the North
Seaplane Lagoon to provide access to the
waterfront. Buffered or striped bike lanes
are provided on all other streets. Together,
this comprehensive cycling network will
make Alameda Point one of the most bike-
friendly communities in the Bay Area.
PA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MO
N
A
R
C
H
S
T
R
E
E
T
PACIFIC AVENUE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
Type 1A: Separated Bike Trail
Type 1B: Shared Pedestrain/Bike Trail
Type 2A: Bike Lanes with Physical Barrier (cycle track)
Type 2C: Bike Lanes with Stripe Only
Type 2B: Bike Lanes with Buer
Type 3B: Shared Roadway (Sharrows)
Bike Parking/Rental Kiosk
PROPOSED BIKE ROUTES AND FACILITIES
65Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
1 TYPE 1A: SEPARATED BIKE TRAIL
2 TYPE 1B: SHARED PEDESTRIAN / BIKE TRAIL
3 TYPE 2A: BIKE LANES WITH PHYSICAL BARRIER
4 TYPE 2B: BIKE LANES WITH PAINTED BUFFER
5 TYPE 2C: BIKE LANES WITH STRIPE ONLY
6 TYPE 3B: SHARED ROADWAY (SHARROWS)
SOURCE: SAN FRANCISCO BICYCLE COALITION
BIKE FACILITY TYPES
The Precise Plan incorporates a full range
of bike facilities in a coordinated network
allowing cycling access to all areas of the
Town Center and Waterfront.
1
2 3 6
4
5
66
STREET TYPOLOGIES
To facilitate a walkable environment, the
Precise Plan area features an intuitive
network of pedestrian-friendly streets,
designed to calm traffic and prioritize other
modes of travel over passenger vehicle use.
Street characteristics, modes served, and
the right-of-ways facilities provided by each
typology are described in the table above,
and by the cross-sections and partial plans
on the following pages.
A
B
C
D
E
F
G I
I
H
H
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
67Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
STREET DESIGNATION
MODES RIGHT OF WAY FACILITIES
TOTAL
WIDTHTR
A
N
S
I
T
BI
K
E
S
TR
U
C
K
S
DEDICATED
TRANSIT
TRAVEL
LANES
TURN LANE
/ MEDIAN
BIKE
FACILITIES***
ON-STREET
PARKING
SIDEWALK +
LANDSCAPE
#WIDTH #WIDTH #WIDTH #WIDTH #WIDTH #WIDTH
A MAIN STREET Regional Arterial P 1A, 1B T 2 11.5’1 10’1 12’1 9’1 25’81’**
B APPEZZATO PARKWAY Regional Arterial D 1A 2 12’2 11’1 10’1 12’2 7’2 11.5’105’
C FERRY POINT ROAD Local Street P 1A 2 13’*1 15’2 7’2 15’85’
D PAN AM WAY Island Collector P 2A T 2 13’*1 13’2 7’2 10’73’
E PACIFIC AVENUE Island Arterial P 2A T 2 11’1 11’2 8’2 7’2 11’85’
F WEST TOWER AVENUE Local Street S 2A/2C 2 10’2 5’2 7’2 8’60’
G TAXIWAY / HISTORIC DISTRICT LOCAL STREET Local Street 2B 2 10’2 8’2 7’2 15’80’
H ORION STREET Local Street/ Island
Collector S 2A 2 13’*2 8’2 7’2’10’76’
I TYPICAL LOCAL STREET Local Street 2C 2 10’2 5’2 7’2 8’60’
J ALLEY Alley 3B 2 10’1 7’2 6’40’
* 13’ TRAVEL LANES STRIPED AS 10’ LANES WITH BUFFERS
** DOES NOT INCLUDE EXISTING GREENBELT ON EAST SIDE OF STREET
*** BIKE FACILITY WIDTH INCLUDES BUFFER, WHERE APPLICABLE
**** PARKING/ MAINTENANCE PARKING/ LANDSCAPING
STREET TYPOLOGY MATRIX
LEGEND
TRANSIT
BIKES TYPE 1A: SEPARATED BIKE TRAIL
TYPE 1B: SHARED PEDESTRIAN / BIKE TRAIL
TYPE 2A: BIKE LANES WITH PHYSICAL BARRIER
TYPE 2B: BIKE LANES WITH PAINTED BUFFER
TYPE 2C: BIKE LANES WITH STRIPE ONLY
TYPE 3B: SHARED ROADWAY (SHARROWS)
D=DEDICATED
P=PRIMARY
S=SECONDARY
68
3’
81’
LDASETBACK TRAVEL
EX
I
S
T
I
N
G
I
M
P
R
O
V
E
M
E
N
T
S
ST
A
T
E
L
A
N
D
S
B
O
U
N
D
A
R
Y
L
I
N
E
PARK
8’
TRAIL
10’2’
TURN
LANE
4’10’
BIOSWALEDG
11.5’11.5’
TRAVEL
12’
BIKEWAY
9’
PARKING
ROW
A. MAIN STREET
Main Street is a Regional Arterial, designed to fulfill
multiple functions, but at reasonable speeds that are
compatible with the residential and open space uses on
either side. Main Street features one travel lane in each
direction for passenger vehicles, transit, and trucks, as well
as a turn lane to allow ready access into Alameda Point.
Bike and Pedestrian facilities are provided on both sides
45’30’15’0’
1” = 30’-0”
MAIN STREET FACILITIES
MAIN STREET CROSS-SECTION
A. Main Street - 81’
Designation Regional Arterial
Transit Priority Primary
Bike Facilities 1A, 1B within existing greenbelt on E. side
Truck Route Yes
Setback
Notes: Width does not include existing greenbelt on east side of road.
of the street as well. To better facilitate adjacent residential
uses to front onto Main Street, a setback of 6’-12’ is
required. In addition, it is recommended that the existing
115kV poles on the west side of the street be relocated to
the east side of the street. The relocation of these poles is
subject to availble funding. The street section has also been
designed to accomodate the existing 115 kV pole location.
WEST EAST
69Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
MAIN STREET PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
A
WEST
EAST
70
6’ MIN.
11’10’8’2’2’7’7’11’11’12’
105’
12’12’
WALK
CLEAR
WALKBIKEWAYPARKINGPARKINGTRAVELTRAVELTRANSIT
ROW
PLATFORMTRANSIT
B. RALPH APPEZZATO MEMORIAL PARKWAY EXTENSION
The East Gate of NAS Alameda was formerly located at
the intersection of Main Street and Atlantic Avenue. In
2006, the portion of Atlantic Avenue east of Main Street
was renamed in honor of former mayor, Ralph Appezzato;
although west of Main Street, the name remained Atlantic
Avenue. The Precise Plan provides for the realignment of
Atlantic Avenue between Main Street and Ferry Point road,
to a position northward of its current alignment. The Plan
also recommends renaming this section of the street to
correspond with its handle east of Main Street. This critical
extension of Ralph Appezzato Memorial Parkway serves as
the primary entry into the Town Center; with multi-modal
facilities dedicated for transit, passenger vehicle, bike
and pedestrian users. Nevertheless, overall width of the
street is minimized to maintain an urban sense of spatial
definition. Pedestrian and bicycle zones are buffered from
traffic by on-street parking interspersed with tree-wells and
stormwater-managing rain gardens. Trucks are prohibited
along this section of the street. This street section maybe
revised pending the evolution of the proposed as transit
service.
RALPH APPEZZATO MEMORIAL PARKWAY EXTENSION FACILITIES RALPH APPEZZATO MEMORIAL PARKWAY EXTENSION CROSS-SECTION
B. Ralph Appezzato Memorial Parkway Extension - 105’
Designation Regional Arterial
Transit Priority Dedicated
Bike Facilities 1A
Truck Route No
Setback
Notes:
45’30’15’0’
1” = 30’-0”
B
SOUTH NORTH
71Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
RAPID TRANSIT CONTRA-FLOW CONFIGURATION
East of Main Street, the character of Ralph Appezzato
Memorial Parkway is that of a broad regional arterial, some
150-170 feet in width. Designed to move heavy volumes
of traffic at high speed, the configuration of this segment
is incompatible with the notion of the Town Center as a
pedestrian, cycle, and transit-oriented urban street. The
extension of Ralph Appezzato Memorial Parkway into the
Town Center thus presents the challenge of transitioning a
suburban thoroughfare into an urban main street.
RALPH APPEZZATO MEMORIAL PARKWAY EXTENSION PARTIAL PLAN
Most significantly, the multi-modal nature of this
important gateway corridor necessitates accommodating
reduced volume automobile traffic, along with dedicated
rapid transit facilities, a dedicated cycle-track, on-street
parking and loading to serve adjacent retail, and sidewalks
sufficient to allow outdoor café seating, while also
maintaining a comfortably narrow width. This is achieved
through a split direction center-loading platform, which
allows for rapid bus service to avoid conflicts with cars and
parallel parking movements.
However, at present, AC Transit does not operate vehicles
that accommodate both center and right-side loading.
As such, the proposal for Ralph Appezzato Memorial
Parkway, between Main Street and Ferry Point Road,
allows rapid transit vehicles to operate in a dedicated center
lane, maneuvering in contra-flow to maintain right-side
boarding from a median platform, and then returning to
normal flow to cross through intersections.
45’30’15’0’
1” = 30’-0”
SOUTH
NORTH
72
6’
15’12’3’3’3’
85’
WALKCAFE
RESTAURANT 15’
WALKBIKEWAY
12’
MARINA ZONEMARINA
20’
PROMENADE CAFE
7’
PARKING
10’
TRAVEL
10’
TRAVEL
7’
PARKING
ROW
C. FERRY POINT ROAD
Along the east edge of the Seaplane Lagoon, Ferry Point
Road is envisioned as the primary retail, entertainment,
and dining corridor of Alameda Point. This section of the
street connects the main entry along Ralph Appezzato
Memorial Parkway and the Town Center with the Ferry
Terminal and Enterprise District to the south. Ferry Point
Road is designed primarily for transit, bike and pedestrian
FERRY POINT ROAD CROSS-SECTION
C. Ferry Point Road - 85’
Designation Local Street
Transit Priority Primary
Bike Facilities 1A
Truck Route No
Setback
Notes: Width does not include Waterfront Development Areas or
Promenade. 13’ Travel lanes to be stripped as 10’ lanes with buffers.
45’30’15’0’
1” = 30’-0”
use, with on-street parking interspersed by tree-wells to
buffer a bikeway and wide sidewalks for café seating and
other outdoor furnishing.
WEST EAST
73Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
FERRY POINT ROAD PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
C
WEST
EAST
74
10’10’3’3’3’
73’
WALKSETBACK
10’
WALKBIKEWAY
7’
PARKING
10’
TRAVEL
10’
TRAVEL
7’
PARKING
ROW
D. PAN AM WAY
From the intersection of Ferry Point Road and Ralph
Appezzato Memorial Parkway, extending from the Town
Center to the north edge of Alameda Point, Pan Am way
is similarly designed for transit, bike and pedestrian use,
with on-street parking interspersed by tree-wells to calm
traffic and buffer a bikeway and sidewalks. Where adjacent
building heights require 13’ lanes for emergency access,
these lanes will be striped at 10’ to reduce traffic speeds.
On the west side of the street, where building setbacks
in the historic districts allow, surface parking may be
incorporated, according to the guidelines for surface lots
detailed in Chapter 5.
PAN AM WAY FACILITIES PAN AM WAY CROSS-SECTION
D. Pan Am Way - 73’
Designation Island Collector
Transit Priority Primary | Secondary
Bike Facilities 2A
Truck Route Yes
Setback
Notes: 13’ Travel lanes to be stripped as 10’ lanes with buffers.
45’30’15’0’
1” = 30’-0”WEST EAST
75Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
PAN AM WAY PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
D
WEST
EAST
76
11’
85’
WALK
11’
WALK
6’2’2’
6’
BIKE
6’
BIKE
7’
PARKING
7’
PARKING
11’
TRAVEL
11’
TRAVEL
11’
TURN LANE
ROW
E. Pacific Avenue - 85’
Designation Island Arterial
Transit Priority Primary
Bike Facilities 2A
Truck Route Yes
Setback
Notes:
E. PACIFIC AVENUE
At the southern edge of the Town Center, between Main
Street and Ferry Point Road, Pacific Avenue provides
access to the Enterprise District and Ferry Terminal.
Designed to accommodate multiple functions while
moderating vehicular speeds, Pacific Avenue features
one travel lane in each direction for passenger vehicles,
transit, and trucks, as well as a turn lane to allow
distribution of traffic to the north and south. Protected
bike lanes on both sides of the street provide easy
connection to the waterfront.
PACIFIC AVENUE CROSS-SECTION PACIFIC AVENUE PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
E
SOUTH SOUTH
NORTH
NORTH
77Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
15’
80’
WALK
15’
WALK
6’
BIKE
2’2’6’
BIKE
7’
PARKING
7’
PARKING
11’
TRAVEL
11’
TRAVEL
ROW
G. Taxiway / Historic District Local Street - 80’
Designation Local Street
Transit Priority -
Bike Facilities 2B
Truck Route No
Setback
Notes:
G. TAXIWAY / HISTORIC DISTRICT LOCAL STREETS
Along the north edge of the Seaplane Lagoon, within the
Historic District, a network of wider low or no-curb local
streets recall the defining flat character of the historic
taxiway, and maintain view corridors east and west.
Generous sidewalks yield an open feel, while bike lanes
maintain free access for cyclists.
TAXIWAY / HISTORIC SUB-DISTRICT LOCAL STREET CROSS-SECTION TAXIWAY / HISTORIC SUB-DISTRICT LOCAL STREET PARIAL PLAN
45’30’15’0’
1” = 30’-0”
G
SOUTH
NORTH
SOUTH NORTH
78
10’
76’
WALK
10’
WALK
6’
BIKE
6’
BIKE
3’2’2’3’7’
PARKING
7’
PARKING
10’
TRAVEL
10’
TRAVEL
ROW
H. Orion Street (South) - 74’
Designation Island Collector | Local Street
Transit Priority Secondary
Bike Facilities 2A
Truck Route No
Setback
Notes: 13’ Travel lanes to be stripped as 10’ lanes with buffers.
H. ORION STREET (SOUTH)
Within the Town Center, Orion Street South provides
an important island collector, linking to the Enterprise
District. This street is design to fill multiple functions while
moderating traffic speeds. Bike access is provided through
protected bikeways buffered from traffic by on-street
parking interspersed with tree-wells and stormwater-
managing rain gardens. Where adjacent building heights
require 13’ lanes for emergency access, these lanes will be
striped at 10’ to reduce traffic speeds.
ORION STREET (SOUTH OF RAMP) CROSS-SECTION ORION STREET (SOUTH OF RAMP) PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
H
WEST
EAST
WEST EAST
79Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
10’
76’
WALKSETBACK SETBACK
10’
WALK
6’
BIKE
6’
BIKE
3’2’2’3’7’
PARKING
7’
PARKING
10’
TRAVEL
10’
TRAVEL
ROW
H. Orion Street (North) - 74’
Designation Local Street
Transit Priority Secondary
Bike Facilities 2A
Truck Route No
Setback
Notes: 13’ Travel lanes to be stripped as 10’ lanes with buffers.
H. ORION STREET (NORTH)
South of the Ralph Appezzato Memorial Parkway
extension, Orion Street provides an important connection
to the Enterprise District. The north segment of Orion
between Ralph Appezzato Memorial Parkway and West
Tower Avenue includes a setback to accommodate ground
floor residential and/or live-work loft uses.
ORION STREET (NORTH OF RAMP) CROSS-SECTION ORION STREET (NORTH OF RAMP) PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
H
WEST
EAST
WEST EAST
80
WALKSETBACK
8’5’5’5’
WALK SETBACK
8’5’
PARKINGPARKING
10’
TRAVEL &
BIKE
SHARROW
TRAVEL &
BIKE
SHARROW
10’
ROW
56’
F./I. Typical Local Street - 56’
Designation Local Street
Transit Priority -
Bike Facilities 3B
Truck Route N
Setback
Notes: Includes West Tower Avenue. Other locations shown are conceptu-
al. Placement may vary. See block size guidelines for further detail.
F. / I. WEST TOWER AVENUE AND OTHER LOCAL STREETS
West Tower Avenue and other streets within the Town
Center are minimized to a narrow width of 56.’ These
streets are intended for low traffic volumes and limited
speeds. These streets have minimum clear sidewalk widths
of 5 feet.
TYPICAL LOCAL STREET CROSS-SECTION TYPICAL LOCAL STREET PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
F
I
I
81Alameda Point Town and Waterfront Precise Plan | CHAPTER 3 ACCESS AND MOBILITY
6’
40’
WALKSETBACK
8’
PARKING
6’
WALK SETBACK
10’
TRAVEL
10’
TRAVEL
ROW
J. Alley - 40’-46’
Designation Other
Transit Priority -
Bike Facilities 3B
Truck Route No
Setback
Notes: Locations shown are conceptual. Placement may vary. See block
size guidelines for further detail. Where adjacent building height exceeds
30’. provide 13’ travel lanes, stripped as 10’ lanes with 3’ buffers.
J. ALLEYS
Narrow, low or no-curb alleys are an option for circulation
within residential areas of the project. These pedestrian-
scaled, low-volume streets maintain two-way access
at minimum speed, with one sided on-street parking.
Specific locations for alleys are not shown; they may
be incorporated to subdivide blocks according to the
guidelines for block size detailed in Chapter 5.
ALLEY CROSS-SECTION ALLEY PARTIAL PLAN
45’30’15’0’
1” = 30’-0”
OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
4
82
Alameda Point and the
Seaplane Lagoon provide
opportunities for multiple
dramatic waterfront parks with
remarkable views that are truly
unique to this location.
83Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
OPEN SPACE PLAN OVERVIEW
The redevelopment of Alameda Point provides an extraordinary
opportunity to create a network of unique open spaces which
serve as a regional destination, providing valuable amenities
for current and future residents. The Seaplane Lagoon is a very
unique waterborne open space, affording a dramatic central
focal point surrounded by distinctive waterfront parks. The
following are key principals guiding the design and planning of
the open spaces.
*Note: Names used in this document are simply for convenience. The
selection of official names for streets and parks will follow the City’s
policy at the appropriate time in the development process.
1. Cohesion and Diversity
The open space surrounding the Seaplane Lagoon is designed
as 3 distinct edges, which can be experienced as discrete
parks, and as a continuous waterfront. The open spaces will be
cohesive as a promenade experience, but will offer variety in the
activities, design, and spatial conditions. The variety in richness
and experience from the marina, to ‘Seaplane Lagoon Park’, to
‘De-Pave Park’,* will create sustained interest for visitors, and is
key to the long term success of the open space network.
2. Water Access
The parks provide public open space and water access points
accessible by walking and bicycling, including pedestrian
promenades, bicycle paths, and small boat launches and storage
areas.
3. Sustainable Landscapes
The open space system will provide sustainable infrastructure
functions for sea level rise adaptation, stormwater management,
habitat creation, water conservation, and environmental
education.
4. Invite and Engage the Community
The parks will foster many places for social vibrancy by
providing a wide variety of spaces for people to gather
and interact in a broad range of activities. The open space
programming will integrate with existing waterfront users and
culture to encourage ongoing stewardship and partnerships.
5. Universal Accessibility
Universal accessibility and compliance with the Americans with
Disabilities Act for all open space experiences is required.
84
3000’2000’1000’0’
1” = 2000’-0”
OPEN SPACE NETWORK
Nature Preserve
City Open Space
Regional Open Space
Recreational Open Space
Existing Open Space
OPEN SPACE NETWORK DIAGRAM
The open spaces in the plan area are an
important part of the overall open space
network for Alameda Point. These open
spaces connect the Bay Trail to the south
with the proposed VA Health Clinic open
spaces and Nature Reserve on federal
property to the west. Opportunities
presented by the Seaplane Lagoon allow
for unique waterfront experiences, diverse
program opportunities, direct water access,
and protection from sea level rise for
surrounding development.
An additional (approximately 2-3 acres)
of neighborhood park and recreational
amenities will be provided in addition
to the “backbone” open space network
described in this Precise Plan.
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
85Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 OPEN SPACE AND LANDSCAPE
1000’500’0’
1” = 667’-0”
250’750’
LANDSCAPE CONCEPT PLAN
1 MARINA PROMENADE
2 SEAPLANE PLAZA
3 SEAPLANE LAGOON PARK
4 DE-PAVE PARK
5 ILLUSTRATIVE NEIGHBORHOOD PARK
LANDSCAPE CONCEPT PLAN
Seaplane Lagoon is a powerful and memorable space which
structures the parks around it. The design of the waterfront
parks are intended to create distinct experiences through varied
programs and landscape characters around the Seaplane Lagoon.
A continuous promenade for pedestrians and cyclists provides safe
access and views. Seating and gathering opportunities vary from
outdoor cafes, to large group and event spaces, to casual and flexible
use areas. Water access is provided on all sides of the lagoon
through docks, ramps, launches, boardwalks and wetland gardens.
Habitat creation at the Bay edge, stormwater wetlands, and sea level
rise adaptation strategies are accomplished at each edge.
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
1
2
5
3
4
86
1 FLEXIBLE PLAZA - MARINA VEHICULAR ACCESS
2 FLEXIBLE PLAZA
3 PEDESTRIAN PROMENADE
4 POCKET PARK
5 OUTDOOR CAFE SEATING
6 FERRY TERMINAL
7 BUS STOP - FERRY TERMINAL DROP OFF
300’150’75’0’
1” = 150’-0”
MARINA PROMENADE - TYPICAL CONDITIONMARINA PROMENADE
MARINA PROMENADE
The Marina edge is intended to be
an active and authentic recreational
waterfront for enthusiasts of motorized
and non-motorized boating and those
who enjoy boating environments. Like
great marinas elsewhere, the public realm
is supported by outdoor cafes, gathering
and retail activities. A 20’ wide continuous
promenade connects the waterfront
around the lagoon. Seating areas on
both sides of the promenade offer a wide
range of gathering opportunities, and are
complimented by alternating pocket parks
and flexible plazas located between the
building parcels. An adaptable sea wall
structures the water edge, and provides a
flexible long term strategy for sea level rise.
To enhance the marina’s appeal and activity
it will provide slips for day visitors as well
as long-term users.
SECTION THROUGH MARINA PROMENADE
1
2
7
6
3
4
5
PACIFIC AVENUE
SEAPLANE LAGOON
SEAPLANE LAGOON
POCKET PARK
FLEXIBLE PLAZA
CAFE SEATING
PE
D
E
S
T
R
I
A
N
P
R
O
M
E
N
A
D
E
20’ PROMENADEMARINA
(E
)
E
D
G
E
55” S.L.R. + 24” FREEBOARD +10.2
24” S.L.R. + 2’ FREEBOARD +7.6
100 YEAR FLOOD +3.6
(E) GRADE +3.2 (+-/)
12’ MARINA
LIFE ZONE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
87Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
1 LOOKOUTS & SEATING: FALSE CREEK,
VANCOUVER, BC
2 CAFE & PROMENADE: RIVERSIDE MARINA,
PORTLAND, OR
3 DYNAMIC EDGE: SAUSALITO, CA
4 WATERFRONT DINING: PARADISE BAY, SAUSALITO,
CA
5 FERRY TERMINAL: FERRY BUILDING, SAN
FRANCISCO, CA
MARINA PROMENADE PRECEDENT IMAGES
2
4 53
1
8888
1 OUTDOOR CAFE SEATING
2 PEDESTRIAN PROMENADE
3 MARINA
4 MARINA EDGE SEATING AND PLANTING
MARINA PROMENADE CONCEPT ILLUSTRATION
2
1
3
4
89Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY 89
1 FLEXIBLE PARK & MARKET STALLS
2 WATERFRONT RESTAURANT
3 WATERFRONT CAFE
4 ART SCULPTURE
5 FLEXIBLE EVENT/PARKING PLAZA
6 BICYCLE PLAZA - CAFE, BICYCLE RENTAL, TIRE
PUMP / TUNE-UP STATION, BICYCLE PARKING
7 TERMINAL MUSEUM BUILDING 77
300’150’75’0’
1” = 150’-0”
SEAPLANE PLAZA
1
5
7
6
3
3
4
3
2
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
SEAPLANE PLAZA
The Seaplane Plaza is intended to be the
open space hub of the Seaplane Lagoon
network. Located at the end of Ralph
Appezzato Memorial Parkway, the plaza
affords a dramatic view and invitation to
the Seaplane Lagoon and surrounding
waterfront parks. As a flexible space for
markets, events, and outdoor cafes, the
plaza can also provide vehicle access as
needed for retail venues. The secondary
open space aligned with the Terminal
Museum Building 77 offers additional
flexible park and special event space,
flanked by retail shops, and connected
to the waterfront. With the waterfront
promenade integrated through the water
side of these plazas, Seaplane plaza will
likely be the most active space in the plan.
90
1 MARINA BEYOND
2 ART SCULPTURE
3 WATERFRONT CAFE
4 OPEN FLEXBILE PLAZA
SEAPLANE PLAZA CONCEPT ILLUSTRATION
3
2
1
4
91Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
1 FLEXIBLE PARK & MARKET, OLYMPIC SCULPTURE
PARK, SEATTLE, WA
2 FARMER’S MARKET: FERRY BUILDING, SAN
FRANCISCO, CA
3 ART SCULPTURE, OLYMPIC SCULPTURE PARK,
SEATTLE, WA
4 BICYCLE RENTAL KIOSK
5 WATERFRONT RESTAURANT WITH DRAMATIC
VIEWS, SAUSALITO, CA
SEAPLANE PLAZA PRECEDENT IMAGES
2
4 53
1
92
1 NATURE WALK
2 BICYCLE/PEDESTRIAN PROMENADE
3 INNER TIDAL/INUNDATION ZONE
4 BOAT LAUNCH
5 STORMWATER BASIN
6 EVENT PLAZA
7 SMALL BOAT RAMP
8 FLEXIBLE RECREATION LAWN
9 SOCIAL PIER & LOOKOUT
10 LAWN AMPHITHEATER
11 FLOATING STAGE
KEY PLAN
SEAPLANE LAGOON PARK - WEST
92
SEAPLANE LAGOON PARK
The northern edge of the Seaplane Lagoon
is envisioned as a substantial waterfront
park that will be a regional destination.
A gracious 30 foot wide pedestrian and
bicycle promenade weaves through a series
of active lawn areas for casual recreation
and picnics, native gardens, waterfront
plazas and piers, and boat launch water
access points. At the center of the park is
a large event amphitheater with a floating
stage. The landscape structure supports
the organizational relationship between the
water and the existing hangar buildings.
Small amenity or accessory buildings
would be allowed to activate the park. The
existing seaplane ramps are re-purposed
and celebrated as public water access
points, and a boat ramp is integrated
into the western end of the promenade.
Portions of the Seaplane Lagoon Park will
be allowed to be inundated with sea level
rise. Sea level adaptation strategies include
landforms at the promenade alignment,
and immersive landscapes south of the
promenade, which would be adapted to
tidal wetlands subsequent to sea level rise.
5
4
6
1
3
7
2
SEAPLANE LAGOON
MO
N
A
R
C
H
S
T
R
E
E
T
93Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
1 NATURE WALK
2 BICYCLE/PEDESTRIAN PROMENADE
3 INNER TIDAL/INUNDATION ZONE
4 BOAT LAUNCH
5 STORMWATER BASIN
6 EVENT PLAZA
7 SMALL BOAT RAMP
8 FLEXIBLE RECREATION LAWN
9 SOCIAL PIER & LOOKOUT
10 LAWN AMPHITHEATER
11 FLOATING STAGE
SEAPLANE LAGOON PARK - CENTRAL
KEY PLAN
3 3
11
2 28
9 9
8
SEAPLANE LAGOON
3
3
2
2
1
1
10
11
9494
55” S.L.R. + 2’ FREEBOARD +10.2
24” S.L.R. + 2’ FREEBOARD +7.6
100 YEAR FLOOD +3.6
(E) GRADE +3.2 (+-/)
55” S.L.R. + 2’ FREEBOARD +10.2
24” S.L.R. + 2’ FREEBOARD +7.6
100 YEAR FLOOD +3.6
(E) GRADE +3.2 (+-/)
55” S.L.R. + 24” FREEBOARD +10.2
24” S.L.R. + 24” FREEBOARD +7.6
100 YEAR FLOOD +3.6
(E) GRADE +3.2 (+-/)
SEAPLANE LAGOON - SEA LEVEL RISE STRATEGIES
1
3
2
30’ PROMENADE
30’ PROMENADE
30’ PROMENADE92’ LAWN AMPHITHEATER 30’ UPLAND PLANTING
(E
)
E
D
G
E
(E
)
E
D
G
E
PR
O
P
O
S
E
D
B
L
D
G
PR
O
P
O
S
E
D
B
L
D
G
PR
O
P
O
S
E
D
B
L
D
G
(E
)
E
D
G
E
80’ FLEX RECREATION
INNER TIDAL/INUNDATION ZONE
ADAPTABLE BERM FOR INCREASED
PROTECTION
ADAPTABLE BERM FOR INCREASED
PROTECTION
ADAPTABLE BERM FOR INCREASED
PROTECTION
115’ SOCIAL PIER & LOOKOUT
20’ UPLAND PLANTING
20’ PED
20’ PED
20’ PED
10’ BIKE
10’ BIKE
10’ BIKE
10’ SW
10’ SW
10’ SW
10’ SW
10’ SW
10’ SW28’ STREET
28’ STREET
28’ STREET
SECTION AT LAWN AMPHITHEATER
SECTION AT INNER TIDAL/INUNDATION ZONE
SECTION AT SOCIAL DOCK
95Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY 95
1 SMALL BOAT LAUNCH: BROOKLYN BRIDGE PARK,
2 PROMENADE: THE EDGE PARK, BROOKLYN, NY
3 FLEX REC LAWN: CRISSY FIELD,
SAN FRANCISCO, CA
4 BICYCLE PATH: WILMINGTON WATERFRONT PARK,
LOS ANGELES, CA
5 LOOKOUT PIER: PIER 62, SEATTLE, WA
2
4 53
1SEAPLANE LAGOON PARK PRECEDENT IMAGES
9696
1 SOCIAL PIER & LOOKOUT
2 LAWN AMPHITHEATER & STAGE
3 PEDESTRIAN & BICYCLE PROMENADE
4 FLEXIBLE RECREATION LAWN
SEAPLANE LAGOON PARK
1
4
2
3
97Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY97
1 HABITAT ZONES - NATIVE PLANTING
2 NATURE TRAIL
3 (E) NATURE PRESERVE ON FEDERAL PROPERTY
4 CAMPING SITES
5 FLOATING WETLANDS
6 (E) BREAK
DE-PAVE PARK
The western edge of the Seaplane Lagoon,
behind which sits the planned Nature
Reserve, is intended to be a park for
visitors to enjoy nature and appreciate
ecologically rich constructed habitat areas.
“De-Pave” Park combines a proactive
ecological agenda with a compelling visitor
experience by placing a picnic, camping
and interpretive program within a large
scale sustainable landscape. The landscape
strategy is to transform this vast paved area
into a thriving ecology by removing the
paving and nurturing ecological succession.
Existing paved areas are left to remain in
specific areas to accommodate circulation
and camping/picnic uses. Floating wetland
docks could be added for increased habitat,
and non motorized boat access. Existing
buildings along the western edge of
De-Pave Park could remain if needed,
however sea level rise adaptation strategies
for this park area are to allow immersion
and succession to a tidal ecology.
SEAPLANE LAGOON
2
1
1
3
5
6
4
98 98
1 US HORNET
2 FLOATING WETLANDS
3 BOARD WALKS
4 HABITAT ZONE/NATIVE PLANTING
5 ART SCULPTURE
6 CAMPING SITE
DE-PAVE PARK
6
4
3
1
2 5
99Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
1 WATERFRONT CAMPING
2 NATIVE PLANTING
3 LARGE SCULPTURE ART
4 TRAIL NETWORK
5 IMMERSIVE ENVIRONMENT
DE-PAVE PARK PRECEDENT IMAGES
2
4 53
1
100
DISTRICT SUSTAINABILITY MEASURES
Implicit in Alameda Point’s designation
as a regional Priority Development
Area (PDA) under Plan Bay Area is the
underlying purpose of fostering sustainable
urbanism in furtherance of the objectives
of the California Sustainable Communities
Act (SB 375). Towards that end, and as a
demonstration of the City of Alameda’s
dedication to sustainability, it is the
recommendation of the Precise Plan that
all new development within the Waterfront
Town Center achieve – or demonstrate
equivalence to – the USGBC’s LEED for
Neighborhood Development® rating system
Gold level certification.
The LEED for Neighborhood
Development® rating System is a set of
performance standards for certifying
communities, neighborhood or districts
(as opposed to single buildings) with the
intent of promoting healthful, durable,
affordable, and environmentally sound
planning and development practices. Under
LEED-ND, projects may constitute whole
neighborhoods, portions of neighborhoods,
of even multiple neighborhoods – there is
no absolute minimum or maximum size,
but rather a practical range of anywhere
between 2 habitable buildings and 320
acres.
Furthermore, the LEED-ND rating system
is designed to promote the redevelopment
of aging brownfield sites into revitalized
neighborhoods by rewarding connections
beyond the site, walkable streets within
the site, and the integration of any historic
buildings or other resources that give the
new community a unique sense of place.
Planning to date for Alameda Point
supports the LEED-ND Certification
or equivalency goal. Indeed, projects
within the Waterfront Town Center
already potentially conform to LEED-ND
requirements for Smart Location, Species
and Ecological Communities Conservation,
Wetland and Water Body Conservation,
Agricultural Land Conservation and
Floodplain avoidance. Additionally, due
to the emphasis of the project on creating
a pedestrian-friendly, transit oriented
community, projects within the Waterfront
Town Center should readily be able to meet
Walkable Streets, Compact Development,
and Connected and Open Community
requirements.
In order to achieve (or demonstrate
equivalence to) Gold level Certification,
projects may incorporate a combination
of sustainable development strategies,
including but not limited to:
• Location and Urban Form Strategies
• Site and Landscape Strategies
• Water Management and Efficiency
Strategies
• Energy Source and Efficiency
Strategies
• Green Building and Construction
Strategies
Options related to the site-level strategies
are listed on the following pages; Green
Building and Construction management
strategies are described later in this chapter.
As sustainable technologies and best
practices evolve, development proposals
within the Waterfront Town Center should
demonstrate increased performance
beyond the norms or even the aspirations
of today. Ultimately, the City of Alameda,
through Development Plan Review, Design
Review and other development approval
processes, must determine the combination
of sustainable development measures
appropriate to each in-tract project at
the time and stage of development. The
LEED-ND Gold certification standard is
offered here with the intent of enabling (not
inhibiting) sustainable community growth.
As technologies and best practices for
green development advance, so too should
projects within the Waterfront Town Center
in facilitating an ever more sustainable
community.
SUSTAINABLE BUILDING DESIGN
In order to support and complement the
Precise Plan’s overall sustainability goals, it
is recommended that all new and renova-
tion construction conform to standards that
exceed the minimums established by the
State of California, through the adoption
of LEED Gold or equivalent certification
standards. These standards should at a
minimum address:
Energy: goals to exceed Title 24; the en-
couragement of renewable energy sources;
encouragement for operable windows; and
control of refrigerants
Waste: construction debris; composting;
and separation of recyclable materials by
type, per building
Water: reduction in potable water use;
stormwater retention and reuse and quality;
encouragement for recycling
101Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
TRANSIT SUPPORTIVE DEVELOPMENT ORIENTATION FOR DAYLIGHT
LOCATION AND URBAN FORM STRATEGIES
Location and Urban Form strategies are
those which foster urban sustainability
by promoting compact, transit-
oriented, pedestrian-friendly, mixed-use
communities. Such strategies also enable
better health, productivity, and energy
efficiency through site-wide configuration
and orientation to optimize daylighting and
passive ventilation. Location and Urban
Form strategies include (but are not limited
to):
• Development density minimums and
concentrations within a 1/4 mile or
5 minute walk from a transit stop
to support frequent and convenient
public transit and other amenities.
• Prioritization of Public Transit,
Bike and Pedestrian Access and
Mobility through de-emphasis of
T
T
T
P
P
P
P
P
5 MIN. WALK
10 MIN. WALK
private automobile transportation
and improved facilities for public
transit, cycling, and walking including
programs such as GreenTrips.
• Optimization of Daylighting and
Passive Ventilation potential through
site-wide establishment of primary
block orientation for thermal comfort.
The Precise Plan recommends
the majority of blocks within the
Waterfront Town Center be oriented
generally with longer sides facing
north-south. Individual building
configuration and design should
also consider natural ventilation and
daylighting opportunities.
TIDAL
MARSH
STORMWATER
COLLECTION
STORMWATER
BASIN
STORMWATER
COLLECTION
STORMWATER
COLLECTION
STORMWATER
COLLECTIONWETLANDADAPTIVE INNER
TIDAL MARSHES
RAIN GARDENS
GREEN
STREETS
GREEN
STREETS
RAIN
GARDEN
102
SUSTAINABLE LANDSCAPE MEASURES SUSTAINABLE WATER MEASURES
SUSTAINABLE WATER STRATEGIES
Sustainable Water Strategies work in
concert with Site and Landscape Strategies
to foster urban sustainability by promoting
water use efficiency. These strategies
include:
• Comprehensive Stormwater
Management at the building, block,
street, district, and site level
SUSTAINABLE SITE AND LANDSCAPE
STRATEGIES
Sustainable Site and Landscape Strategies
are those which foster urban sustainability
by promoting resource conservation and
resource use efficiency. These strategies
include:
• Localized district-level Stormwater
Capture, Treatment and Reuse
• Use of Native / Climate-Tolerant Species
• Native Species and Preservation, and
Ecological Habitat Conservation and
Improvement
• Incorporation of Sea-Level Rise
Protection, with measures for initial
implementation and allowances for
adaptability over time
• Water Quality Preservation through
site-wide erosion and sedimentation
control planning and monitoring
• On-site rainwater collection, filtration,
and reuse
• Greywater treatment and reuse
STORMWATER
CATCHMENT, STORAGE +
FILTRATION
WATER EFFICIENT
LANDSCAPE
WATER EFFICIENT
BUILDING
ROOF GARDEN /
STORMWATER
CATCHMENT
GREEN STREETS /
RAIN GARDENS
103Alameda Point Town and Waterfront Precise Plan | CHAPTER 4 OPEN SPACE, LANDSCAPE, AND SUSTAINABILITY
SUSTAINABLE ENERGY MEASURES BUILDING INTEGRATED PHOTOVOLTAICS
SUSTAINABLE ENERGY STRATEGIES
Sustainable Energy Strategies work in
concert with Location, Urban Form and
Site Strategies to foster urban sustainability
by promoting energy source management
and energy use efficiency. Potential
opportunities for sustainable energy
include (but are not limited to):
1. Implementation of District Energy
Systems
• Heating Water (Seawater Heat-
pumps, Ground-source Heat-
pumps, Gas Boilers, Solar Thermal,
Sewer heat recovery with heat
pumps
• Chilled Water (Seawater Heat-
pumps, Ground-source Heat-
pumps, Centrifugal Chillers
and Cooling Towers, Sewer heat
recovery with heat pumps
2. Implementation of Community
Photovoltaic Use
• Central or Distributed PV Panels
• Building Integrated Photovoltaics
(BIPV)
3. Solar Thermal Domestic Hot Water
• Centralized or Distributed Solar
Thermal Panels
4. Sewer Heat Recapture
• Centralized or Distributed Sewer
Capture Systems
• SHARC System with Heat Pumps
• Use with greywater, blackwater or
both
5. Other strategies including wind or tidal
energy
C ONDENSER WATER
HEAT
GAS
ELECTRICITY
CHILLED WATER
Anaerobic Digester
Cogeneration
Solar Thermal
Absorption Chiller Heat Pump
Cooling Towers
(energy from waste)
Waste Water
Heat Exchange
Natural Gas
Grid
Electricity
Ground/ Water
Source
Gasification
ALTERNATE
ENERGY SOURCES
RENEWABLE
ENERGY SOURCES
USE AND REUSE ENERGY STREAMS EFFICIENTLY
1 2
3PRIMARY
ENERGY SOURCES
Alternate Energy
Sources
1 Renewable Energy
Sources
2
Primary Energy Sources Use and Reuse Energy Steams
efficiently
1
LAND USE AND DEVELOPMENT
REGULATIONS GUIDELINES
5
104
INTRODUCTION
The holistic integration of land use planning with provisions
for improved access and mobility are foundational to Alameda
Point’s designation as a transit village and regional Priority
Development Area under Plan Bay Area, and are therefore
essential to the Town Center and Waterfront Precise Plan.
Land use distribution within the Town Center takes, as a
starting point, the previous planning work done for Alameda
Point, including the 1996 Community Reuse Plan, the 2003
General Plan element for Alameda Point, and the 2013
Planning Guide, all of which reinforce the Town Center as the
mixed-use recreational, retail, entertainment, and amenity
core for Alameda Point. By combining areas of residential
and commercial mixed-use and maritime activity – focused
around public space – the land use framework for the Town
Center works to create a livable, vibrant, transit and pedestrian
oriented 24/7 environment.
The land use and development regulations and guidelines
ensure that all future private and public investments in the
planning area support a walkable, mixed use waterfront
environment. The land use and development regulations and
guidelines are organized as follows :
Land use distribution within the
town center takes, as a starting
point, the previous planning
work done for Alameda Point,
including the 1996 Community
Reuse Plan, the 2003 General
Plan element for Alameda
Point, and the 2013 Planning
Guide, all of which reinforce
the Town Center as the
mixed-use recreational, retail,
entertainment, and amenity
core for Alameda Point.
A. Land Use Principles, Permitted Uses and Parking
Regulations
B. Pedestrian Oriented Design Standards and Guidelines
•Streetwall
•Setbacks
•Required Ground Floor Uses
•Building Height
•Town Center Core Concept
C. Building Types, Massing and Design Standards and
Guidelines
D. Historic District Infill Guidelines
105Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
106
3000’2000’1000’0’
1” = 2000’-0”
2013 ALAMEDA POINT PLANNING GUIDE
PLANNING GUIDE LAND USES
The starting point for consideration and
distribution of Land Uses within the
Town Center is the 2013 Planning Guide,
which distills the fundamental principles
of previous planning and public outreach
efforts at Alameda Point. The Planning
Guide positions the Town Center as the
functional center between the adjacent
Bayport and Main Street neighborhoods
to the east and northeast, the Adaptive
Reuse Sub-District to the north, and the
Enterprise Sub-District to the south and
southeast. As a result, the Town Center acts
as both a locus of activity and a transition
zone between the different surrounding use
concentrations.
A. LAND USE PRINCIPLES, PERMITTED USES AND PARKING REGULATIONS
CONCEPTUAL SITE PLAN FOR ILLUSTRATIVE PURPOSES ONLY.
REFER TO FINAL ALAMEDA POINT PLANNING APPROVALS FOR
STREET NETWORK AND DISTRICT BOUNDARIES.
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
BAYPORT
ENCINAL
HIGH SCHOOL
REDLINE AVENUE
Enterprise
Adaptive Reuse
Waterfront Town Center
Main Street Neighborhood
Street Plan (illustrative and subject to change)
Precise Plan Boundary
Open Space
Natural Reserve
107Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
3000’2000’1000’0’
1” = 2000’-0”
CONCEPT FOR TRANSITION BETWEEN LAND USES
LAND USE TRANSITION CONCEPT
The type and intensity of uses within the
Town Center varies to provide transitions
to and between the adjacent districts
within and adjacent to Alameda Point.
Along the edge of Bayport and bordering
the Main Street Neighborhoods in the
Atlantic Entry District, lower-density
multi-family residential use – in the form
of 2-3 story townhomes and walk-up flats
is proposed. Toward the Seaplane Lagoon,
residential density increases, with 3-5 story
apartments over parking and/or retail
podia. The greatest mix and intensity of
uses (including office, residential, hotel and
retail) and the site’s tallest buildings (5-6
story) are concentrated at the west end of
Ralph Appezzato Memorial Parkway and
along Ferry Point Road. A zone of retail,
entertainment, dining and other visitor-
serving uses overlays the Town Center and
East Waterfront along Ferry Point Road,
connecting residential and commercial
centers and providing amenities to both.
Along the north edge of the Seaplane
Lagoon, maritime and commercial uses
provide a transition from the Town
Center westward to the more industrial,
production-oriented functions currently
located along the west side of the Adaptive
Reuse Sub-District. Public open space
and maritime uses surround the Seaplane
Lagoon, providing for enjoyment of the
Waterfront. 3000’2000’1000’0’
1” = 2000’-0”
FE
R
R
Y
P
O
I
N
T
R
O
A
D
REDLINE AVENUE
PA
N
A
M
W
A
Y
MO
N
A
R
C
H
S
T
R
E
E
T
SAN FRANCISCO BAY
VA HEALTH CLINIC
AND COLUMBARIUM
NATURE RESERVE
W. HORNET AVENUE
PLANNED
WETA FACILITY ENCINAL
HIGH SCHOOL
CEN
T
R
A
L
A
V
E
N
U
E
PACIFIC AVENUE
MA
I
N
S
T
R
E
E
T
R. APPEZZATO PARKWAY
BAYPORTW. TOWER AVENUE
W. MIDWAY AVENUE WILLIE STARGELL AVENUE
MAIN STREET
OAKLAND ESTUARY
SEAPLANE LAGOON
ADAPTIVE REUSE
MAIN STREET
NEIGHBORHOOD
ENTERPRISE
Precise Plan Boundary
Residential (Low)
Residential Mixed Use (L/M)
Residential Mixed Use (M)
Residential Mixed Use (H)
Commercial Mixed Use
Retail, F&B, Entertainment
Enterprise
Maritime
CMU or Enterprise
CMU or Maritime
Utility
Open Space
Adaptive Reuse
108
PROPOSED TOWN CENTER LAND USE PLAN
LAND USE PLAN
The permitted uses and conditionally
permitted uses within the Town Center and
associated off-street parking regulations are
described in the following Table, and on the
Land Use Plan above.
1000’500’0’
1” = 667’-0”
250’750’
Residential Mixed Use (RMU)
Commercial Mixed Use (CMU)
Retail, F&B, Entertainment (R)
Maritime (M)
CMU or Maritime (CMU/M)
Open Space (OS)
Precise Plan Boundary
Ground Floor Retail Required
Adaptable Ground Floor Required
BAYPORT
NEIGHBORHOOD
SEAPLANE LAGOON
109Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
TABLE A: PERMITTED AND CONDITIONAL USES
USE
RESIDENTIAL
MIXED USE (RMU)
COMMERCIAL
MIXED USE (CMU)
RETAIL,
ENTERTAINMENT,
FOOD + BEVERAGE MARITIME OPEN SPACE
PARKING
RATIOS
RESERVED
RE
S
I
D
E
N
T
I
A
L
,
O
P
E
N
S
P
A
C
E
,
LO
D
G
I
N
G
Dwelling Unit (multi family) (f)P P ---1.50 (a)
Dwelling Unit (single family)------
Bed and Breakfast P P ---0.75 (b)
Hotel C P P --0.75 (b)
Community Garden P C C -P (c)
Parks, Playgrounds, Sports Fields P P --P (c)
Trailheads, Trails, Comfort Stations P P P P P (c)
Artists Studio P P C -C 0.30 (a)
Work / Live C P ---1.00 (a)
CO
M
M
E
R
C
I
A
L
A
N
D
R
E
T
A
I
L
Office/ R&D C P C P -2.65
Large Format Retail -C C C -3.40
Retail C (e)P P C C 3.40
Grocery P P C C -3.40
Convenience Store C P P C -3.40
Art Gallery P P P C C 0.50
Café P P P P C 6.90
Catering Services C P C --2.00
Restaurant C P P C C 6.90
Bar / Tavern C C P C C 6.90
Bank and Financial Services P P P --2.65
Personal Services P P P --2.00
Liquor Store C C C --2.00
Urban Farm C C C -C (c)
PERMITTED AND CONDITIONAL USE
TABLE NOTES:
(a) SPACES PER RESIDENTIAL UNIT
(b) SPACES PER ROOM
(c) SPACES ALLOWED TO BE DE-
TERMINED BY PARKING DEMAND
STUDY
(d) SAME AS SPACES ALLOWED TO
DWELLING UNIT
(e) FOR RESIDENTIAL MIXED USE
FRONTAGE REQUIRING GROUND
FLOOR RETAIL, SUCH USE IS PER-
MITTED BY RIGHT. FOR OTHER RMU
AREAS, RETAIL MAY BE GRANTED
A CONDITIONAL USE PERMIT PUR-
SUANT TO THE PROCEDURES AND
STANDARDS OF AMC-SECTIONS
30-21.3 AND .4. SEE GUIDELINES
FOR GROUND FLOOR USE IN
CHAPTER 5
(f) FROM #68
RESIDENTIAL USE SHALL NOT BE PERMITTED BETWEEN LEXINGTON AND SARATOGA STREETS IN ACCORDANCE WITH STATE LANDS RESTRIC-
TIONS. RESIDENTIAL USE WEST OF LEXINGTON SHALL REQUIRE A CONDITIONAL USE PERMIT TO ENSURE COMPATIBILITY WITH THE ENDAN-
GERED SPECIES LOCATED ON LANDS IN THE NATURE PRESERVE WEST OF THE PLAN AREA.
110
USE
RESIDENTIAL
MIXED USE (RMU)
COMMERCIAL
MIXED USE (CMU)
RETAIL,
ENTERTAINMENT,
FOOD + BEVERAGE MARITIME OPEN SPACE
PARKING
RATIOS
RESERVED
ED
U
C
A
T
I
O
N
A
N
D
A
S
S
E
M
B
L
Y
Clubs, Halls, Conferences Centers C P P C -6.90
Library P P P --1.00
Museum P P P C C 1.00
Theater / Entertainment C P P -C (c)
Multiple Screen Theater -----(c)
Religious Assembly P C ---6.00
Health and Fitness Facilities P P P -C 2.00
Hospitals -C ---2.50
Health Clinic P P P --2.50
Veterinary Clinic C P ---2.00
Public Safety Facilities P P P C -2.00
Post Office P P P --3.40
Teaching Studios (Art, Dance,
Fitness, Music)
P P P --1.50
College / Vocational School C C ---1.50
Schools C C ---1.50
Child Care P P P -C 1.25
Family Day Care (7 or more children)P P ---(d)
Family Day Care (6 or less children)P P ---(d)
PERMITTED AND CONDITIONAL USE
TABLE NOTES:
(a) SPACES PER RESIDENTIAL UNIT
(b) SPACES PER ROOM
(c) SPACES ALLOWED TO BE DE-
TERMINED BY PARKING DEMAND
STUDY
(d) SAME AS SPACES ALLOWED TO
DWELLING UNIT
(e) FOR RESIDENTIAL MIXED USE
FRONTAGE REQUIRING GROUND
FLOOR RETAIL, SUCH USE IS PER-
MITTED BY RIGHT. FOR OTHER RMU
AREAS, RETAIL MAY BE GRANTED
A CONDITIONAL USE PERMIT PUR-
SUANT TO THE PROCEDURES AND
STANDARDS OF AMC-SECTIONS
30-21.3 AND .4. SEE GUIDELINES
FOR GROUND FLOOR USE IN
CHAPTER 5
(f) FROM #68
TABLE A: PERMITTED AND CONDITIONAL USES - CONTINUED
111Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
TABLE A: PERMITTED AND CONDITIONAL USES-CONTINUED
USE
RESIDENTIAL
MIXED USE (RMU)
COMMERCIAL
MIXED USE (CMU)
RETAIL,
ENTERTAINMENT,
FOOD + BEVERAGE MARITIME OPEN SPACE
PARKING
RATIOS
RESERVED
TR
A
N
S
P
O
R
T
A
T
I
O
N
SE
R
V
I
C
E
S
Transit Station / Ferry Terminal P P P P P (c)
Car or Bike Sharing Facility P P P P P (c)
Automobile Sales, Rental and Leasing C C ---1.25
Automobile Service and Repair -C ---2.00
Gas Station C C ---2.00
Parking Garage or Surface Lot C C C C C N/A
Bus Shed / Maintenance Facility -C ---2.00
MA
R
I
T
I
M
E
Research -P C P P 1.75
Workplace -P C P -2.00
Wholesaling -C -C -3.40
Boat Sales and Repair, Fuel Sales -C C P -1.50
Concessions -C C P C 1.00
Boating Clubs or Schools -C C P C 1.00
Commercial Marina (f)----C 0.40
IN
D
U
S
T
R
I
A
L
Food and Beverage Manufacturing -P C --0.65
Industrial, Light -C ---0.50
Industrial Arts -C --C 0.65
Utilities, Large C C -C C 0.65
Utilities, Small P P P P C 0.50
Printing and Publishing -C ---0.50
Specialty Trade Contractors -C ---0.50
Storage, outdoor -C -C -0.40
Storage, indoor -C --C 0.40
Wholesaling and Distribution -C ---0.50
PERMITTED AND CONDITIONAL USE
TABLE NOTES:
(a) SPACES PER RESIDENTIAL UNIT
(b) SPACES PER ROOM
(c) SPACES ALLOWED TO BE DE-
TERMINED BY PARKING DEMAND
STUDY
(d) SAME AS SPACES ALLOWED TO
DWELLING UNIT
(e) FOR RESIDENTIAL MIXED USE
FRONTAGE REQUIRING GROUND
FLOOR RETAIL, SUCH USE IS PER-
MITTED BY RIGHT. FOR OTHER RMU
AREAS, RETAIL MAY BE GRANTED
A CONDITIONAL USE PERMIT PUR-
SUANT TO THE PROCEDURES AND
STANDARDS OF AMC-SECTIONS
30-21.3 AND .4. SEE GUIDELINES
FOR GROUND FLOOR USE IN
CHAPTER 5
(f) FROM #68
112
benefits which outweigh adverse effects,
such as additional traffic and congestion,
danger to public safety or deterioration of
travel conditions for pedestrians,cyclists or
users of public transit.
In its decision the Planning Board shall cite
evidence supporting its determinations,
and may impose such conditions as are
necessary to mitigate all negative impacts
on the neighborhood and the environment
which would otherwise result from the
increased amount of parking.
Unbundled Parking:
The following rules shall apply to the sale or
rental of parking spaces in new multi-unit
residential buildings of ten units or more:
a. All off street parking spaces shall be
leased or sold separately from the
rental or purchase fees for the individual
units for the life of the units, such
that potential renters or buyers have the
option of renting or buying a unit
at a price lower than would be the case if
there were a single price for both
the unit and the parking space(s).
b. In cases where there are fewer parking
spaces than units, the parking spaces shall
be offered to the potential buyers or renters
of the largest units first.
c. Potential buyers and renters of affordable
residential units have an equal opportunity
to buy or rent a parking spaces on the same
terms and conditions as offered to the po-
PARKING REGULATIONS:
Transit Oriented Development Parking
Regulations:
Transit Oriented Development Parking
Regulations. The off-street parking ratios
in the preceding Table and the following
parking requirements are intended to:
a. Supplement the supply of shared public
parking at Alameda Point that is shared
and priced to support the Transportation
Demand Management Program trip
reduction goals;
b. Limit the supply of privately controlled
off-street parking spaces; and
c. Support a walkable, bicycle-friendly, and
transit-oriented community.
Off-Street Parking and Loading Regulations:
Applications for the reuse and/or
redevelopment of land at Alameda Point
shall be reviewed for conformance with
the provisions of Alameda Municipal
Code Section 30-7 Off Street Parking and
Loading and the provisions of this section,
including the Table B. When the content
of this section conflicts with the AMC,
this section shall govern. In Table B, all
requirements are enumerated in space s
per 1,000 square feet of gross building floor
area unless
otherwise noted.
Reserved Parking:
The Reserved Parking ratios presented in
the Table represent the maximum number
of off-street parking spaces that may be
provided on the subject site for the private
use of site occupants and visitors. There are
no minimum off-street parking require-
ments.
Exceeding Reserved Parking Ratio:
The maximum reserved parking allowed
may be exceeded only upon issuance of a
use permit from the Planning Board, if the
Board is able to make, all of the following
determinations:
a. Reasonable parking and transportation
demand management measures are
being implemented to reduce the need for
the additional off street parking;
b. The additional parking demand cannot
reasonably be accommodated through
contract or other arrangement such as
shared parking or reciprocal parking
agreements making use of other available
off-site parking;
c. The additional spaces reflect parking
demand that exceeds that which is common
for this use as categorized in Table B, owing
to unique characteristics of the users
or the activity that result in a high level of
automobile parking demand; and
d. The additional parking will enable or
facilitate positive environmental or other
tential buyers and renters of market rate
units, at a price proportional to the sale or
rental price of their units as compared to
comparable market rate units. This stipula-
tion shall be included in any agreement re-
corded between the City and the developer
pertaining to the affordable housing units.
d. Parking spaces shall be offered only
to residents and tenants served by the
off-street parking, except that any surplus
space may be rented out to nonresidents or
non-tenants with the provision that such
spaces must be vacated on 30 day notice if
they become needed by tenants or resi-
dents.
e. Affordable units which include financ-
ing requirements that conflict with these
provisions may be granted an exception
from these provisions by the Community
Development Director or Planning Board.
Open Space Sub-district Parking
Requirements:
Parking requirements for use of Open
Space Sub-district lands shall be deter-
mined within the context of the Condition-
al Use Permit process for the proposed use.
113Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
Intentionally Blank
114
STREETWALL
Streetwall requirements define the
percentage of the front of a building that
must be built a specified distance (defined
as a setback line) from a public right of way
or open space. They are important because
they ensure buildings create clearly defined
edges and a sense of spatial enclosure to the
public realm, both important characteristics
of a comfortable, human scaled pedestrian
environment.
The proposed Minimum Streetwall
Requirements are described on the
streetwall diagram on page 115. These
requirements are intended to apply per
building, not per block. In order to meet
the streetwall requirements buildings must
be built up to the setback line at no less
than the minimum per centage of street
frontage for a minimum of two stories in
height. The calculation of the streetwall
requirement is shown in the accompanying
figure. Minor variations in the streetwall
created by building articulation, such as
building entries up to two stories in height,
recessed balconies, vertical recesses up to 4’
wide and 3’ deep and building setbacks no
further than two feet from the setback line
(right lower image) are allowed and count
toward the overall streetwall requirement.
INTRODUCTION
The Design Standards and Guidelines for
the Town Center have a singular purpose:
to engage and enliven the public realm, the
areas that constitute the pedestrian envi-
ronment. Visibly active ground floor uses,
open and accessible ground floor entries,
comfortable spatial enclosure and defini-
tion, the relationship of public to private
space, the articulation of building facades,
and the quality and detailing of landscape
and building materials are all important to
the achievement of this objective.
B. PEDESTRIAN ORIENTED DESIGN STANDARDS AND GUIDELINES
Treasure Island and Yerba Buena Island Design for Development
164 | 06.28.11
T4.3 STREETWALL
Streetwall requirements ensure buildings create clearly
the varying percentage of building massing that is built
to the setback line. Thus, the streetwall requirements
are a major component of the placemaking strategy for
Treasure Island.
S TANDARDS
T4.3.1
Buildings must meet the minimum streetwall requirements
shown in Figure T4.h. Streetwall requirements are a combina-
tion of horizontal percentages and minimum height as listed
in Figure T4.h. Streetwall standards and calculations apply to
each building, as opposed to being aggregated over the length
of a block.
T4.3.2
A building’s streetwall percentage is calculated as the sum of
those portions of the building built up to the setback line at the
minimum streetwall height divided by the total property street
frontage (Fig. T4.f).
T4.3.3
Minor variations along the streetwall are allowed and count
towards the overall streetwall requirements. Minor variations
include covered pass-throughs and recessed building entries
up to two (2) stories in height; recessed balconies; vertical
recesses up to three feet (3’) deep and four feet (4’) wide;
enclosed building area encroachments and projections; and
building setbacks no further than two feet (2’) from the setback
line (Fig. T4.g).
T4.3.4
Public open spaces, rights-of-way, and easements, as indi-
cated on the Development Block and Easement Plan (Figure
T4.c), are excluded from streetwall calculations.
a’
b’c’
2’a’ + b’
c’min. streetwall requirement>
Figure T4.f: Streetwall calculation example
Min.
Required
Height
Figure T4.g: An example of minor variations in a streetwall
2
3
1
4
3
5
Building projections
5
4 Recessed entries and balconies
Pass-throughs (up to 2 stories)
Vertical recesses (no greater than
3’x4’ in plan)
Minor setback (no further than
two feet fromthe setback line)
2
1
Treasure Island and Yerba Buena Island Design for Development
164 | 06.28.11
T4.3 STREETWALL
Streetwall requirements ensure buildings create clearly
the varying percentage of building massing that is built
to the setback line. Thus, the streetwall requirements
are a major component of the placemaking strategy for
Treasure Island.
S TANDARDS
T4.3.1
Buildings must meet the minimum streetwall requirements
shown in Figure T4.h. Streetwall requirements are a combina-
tion of horizontal percentages and minimum height as listed
in Figure T4.h. Streetwall standards and calculations apply to
each building, as opposed to being aggregated over the length
of a block.
T4.3.2
A building’s streetwall percentage is calculated as the sum of
those portions of the building built up to the setback line at the
minimum streetwall height divided by the total property street
frontage (Fig. T4.f).
T4.3.3
Minor variations along the streetwall are allowed and count
towards the overall streetwall requirements. Minor variations
include covered pass-throughs and recessed building entries
up to two (2) stories in height; recessed balconies; vertical
recesses up to three feet (3’) deep and four feet (4’) wide;
enclosed building area encroachments and projections; and
building setbacks no further than two feet (2’) from the setback
line (Fig. T4.g).
T4.3.4
Public open spaces, rights-of-way, and easements, as indi-
cated on the Development Block and Easement Plan (Figure
T4.c), are excluded from streetwall calculations.
a’
b’c’
2’a’ + b’
c’min. streetwall requirement>
Figure T4.f: Streetwall calculation example
Min.
Required
Height
Figure T4.g: An example of minor variations in a streetwall
2
3
1
4
3
5
Building projections
5
4 Recessed entries and balconies
Pass-throughs (up to 2 stories)
Vertical recesses (no greater than
3’x4’ in plan)
Minor setback (no further than
two feet fromthe setback line)
2
1
1 RECESSED ENTRIES AND
BALCONIES
2 PASS-THROUGHS (UP TO 2
STORIES)
3 VERTICAL RECESSES (NO
GREATER THAN 3’X4’ IN
PLAN)
BUILDING PROJECTIONS
5 MINOR SETBACK (NO
FURTHER THAN TWO FEET
FROM THE SETBACK LINE)
4
115Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
1000’500’0’
1” = 667’-0”
250’750’
STREETWALL
This figure desribes the Town Center
Streetwall Guidelines.
75% Streetwall
65% Streetwall
85% Streetwall
STREETWALL GUIDELINES
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
116
SETBACKS
Setback requirements establish the distance
between a building and a property line and
are one of the principal ways by which the
character of streets and open spaces are
differentiated from place to place. Setbacks
for residential buildings are intended to
provide a comfortable buffer between the
street and the interior of ground floor
residences and include stairs, stoops,
private gardens and patios that will foster
use and thus social interaction among
neighbors. Setbacks for retail buildings
are intended for the expansion of available
pedestrian space, the display of goods, and
to accommodate outdoor seating for food
and beverage establishments.
Setbacks in the core area of the Town
Center are provided to allow additional
sidewalk width for outdoor dining and
merchandise display, but are kept small
to ensure there is sufficient enclosure and
definition of the street. More flexibility
is allowed within the former Taxiway
zone to permit a less formal edge to be
created against the public park along the
waterfront. Modest setbacks are required in
the majority of the residential areas to allow
the provision of a stoop at entries, with the
greatest variation allowed along Main Street
that will allow a variety of residential front
yard conditions to be developed.
Encroachments into the setback zone for
architectural elements such as or similar to
bay windows, balconies, signage, lighting
or awnings must be a minimum of 9’ above
sidewalk grade.
3’
81’
LDASETBACK TRAVEL
EX
I
S
T
I
N
G
I
M
P
R
O
V
E
M
E
N
T
S
ST
A
T
E
L
A
N
D
S
B
O
U
N
D
A
R
Y
L
I
N
E
PARK
8’
TRAIL
10’2’
TURN
LANE
4’10’
BIOSWALEDG
11.5’11.5’
TRAVEL
12’
BIKEWAY
9’
PARKING
ROW
15’
80’
WALK
15’
WALK
6’
BIKE
2’2’6’
BIKE
7’
PARKING
7’
PARKING
11’
TRAVEL
11’
TRAVEL
ROW
8’
60’
WALKSETBACK
5’
BIKE
7’
PARKING
8’
WALK SETBACK
5’
BIKE
7’
PARKING
10’
TRAVEL
10’
TRAVEL
ROW
BAY WINDOWS AND BALCONIES
MAY ENCROACH INTO SETBACKBAY WINDOWS AND BALCONIES
MAY ENCROACH INTO SETBACK
BAY WINDOWS AND BALCONIES
MAY ENCROACH INTO SETBACK
BAY WINDOWS AND BALCONIES
MAY ENCROACH INTO SETBACK
BAY WINDOWS AND BALCONIES
MAY ENCROACH INTO SETBACK
PR
O
P
E
R
T
Y
L
I
N
E
PR
O
P
E
R
T
Y
L
I
N
E
PR
O
P
E
R
T
Y
L
I
N
E
PR
O
P
E
R
T
Y
L
I
N
E
PR
O
P
E
R
T
Y
L
I
N
E
4’-6’
6’-12’
0’-6’2’-4’
6’-20’
CA
D
B
E
117Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
2’-4’ (upper levels may encroach into setback)
4’-6’ (bay windows and balconies may encroach into setback)
6’-12’ (bay windows and balconies may encroach into setback)
0’-6’ (upper levels may encroach into setback)
6’-20’ (bay windows and balconies may encroach into setback)
* Setbacks are measured from the edge of the adjacent right-of-way,
or easement, unless otherwise specified.
1000’500’0’
1” = 667’-0”
250’750’
SETBACK GUIDELINES
SETBACKS
The proposed setbacks for streets in the
Town Center are shown in the figure above.
A
B
C
D
E
118
REQUIRED GROUND FLOOR USES
The intention of the plan is to emphasize
several streets and places and in particular
the major transit corridors, including
portions of Ralph Appezzato Memorial
Parkway, Ferry Point Road and the
waterfront retail core, as centers of activity.
To ensure an active and interesting
pedestrian environment that provides
services for transit users, residents, workers
and visitors within these activity areas,
this plan requires certain street frontages
to have ground floor retail uses or areas to
be built that can be adaptable to such use
along them, as shown on the Figure on page
119. For the purposes of the ground floor
retail requirements, “ground floor retail”
spaces may be occupied by any of the uses
listed as commercial and retail, education
and assembly, maritime, transportation
services, hotels, and artists’ studios listed
on Table B Permitted and Conditional
Uses starting on Page 109. Conditionally
permitted uses shall be reviewed pursuant
to Section 30-21 of the Alameda Municipal
Code. The requirement for adaptable
ground floor use will be met by providing
a minimum clear ground floor to ceiling
height of 14’, and building the finished floor
at an elevation that would allow direct (step
free) access to the adjacent sidewalk.
1 GROUND-FLOOR STREET RETAIL
2 CONVERTIBLE STORE FRONTAGE
1
2
119Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
Precise Plan Boundary
Ground Floor Retail Required
Adaptable Ground Floor Required
GROUND FLOOR REQUIREMENT
1000’500’0’
1” = 667’-0”
250’750’
GROUND FLOOR REQUIREMENT
The figure above shows the locations where
active ground floor uses, or ground floors
that can be adapted to active uses, are
required.
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
120
BUILDING HEIGHT
Allowable heights within the Town Center
gradually increase from the eastern
edge along Main Street, which is kept
intentionally low to respect the adjacent
Bayport neighborhood, to their greatest
height (up to 65’) along the eastern edge
of the Seaplane Lagoon. Allowable height
within the NAS Alameda Historic District
west of Pan Am Way is set in relation to the
height of the existing hangars (buildings
39, 40 and 41), and is discussed further in
section 5.0 below.
In addition to Maximum Heights certain
areas of the Town Center also have required
Minimum Heights. These are imposed
in order to create the desired scale and
intensity of use intended by the plan for the
areas at the core of the Town Center.
Six blocks along the eastern edge of the
Seaplane Lagoon and the Town Square
are identified as being appropriate for
buildings taller than 65’. Planning Board
approval of a development plan and design
review application for a building over 65’ in
height may be applied for, if the following
finding can be made: the building exhibits
exceptional architectural design and is
transit supportive.
Height shall be measured in accordance
with the City of Alameda Zoning Code.
Mechanical enclosures and other rooftop
support facilities that occupy less than
20% of the roof top area up to 15’ in height
above the roof of the last habitable floor are
permitted beyond the applicable maximum
height.
Components contributing to sustainability,
such as renewable power generation, may
project above the applicable maximum
height provided they do not significantly
alter the apparent height of the building
from the adjacent streetscape.
121Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
up to 25’
up to 35’
up to 50’
up to 65’
> 65’ with special consideration
*Notes: Maximum/ Minimum Height in Feet
1000’500’0’
1” = 667’-0”
250’750’
MAXIMUM AND MINIMUM BUILDING HEIGHT
35’/0’35’/0’35’/0’35’/0’
35’/0’
35’/0’
35’/0’
50’/35’
65’/50’
65’/50’65’/35’65’/35’
65’/35’65’/50’65’/0’
65’/20’65’/20’
65’/40’
65’/40’
65’/40’
50’/35’50’/35’
50’/0’50’/0’50’/0’
60’60’60’
35’/20’
35’/20’
35’/20’
35’/20’
35’/0’
35’/0’
35’/0’
35’/20’
50’/25’
50’/25’
50’/25’50’/0’50’/0’
50’/35’
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
122
BUILDING HEIGHT WITHIN THE TAXIWAY SUB-
AREA
Building height limits within the NAS
Alameda Historic District Hanger sub-area
is designed to support new infill develop-
ment that is consistent with the scale and
massing of the existing Hangar buildings
and provide for new employment and hous-
ing opportunities adjacent to the Seaplane
Lagoon Park described on page 85.
Historic District Boundary
Character Defining View
Other View
Contributing Building
Non-Contributing Building
Town Center Boundary
up to 25’
up to 35’
up to 50’
up to 65’
> 65’ with special consideration
BLDG 11
BLDG 12
BLDG 39
BLDG 40
BLDG 41
BLDG 77
50’ MAX.
35’ MAX.
35’ MAX.
35’ MAX.
35’ MAX.
35’ MAX.
35’ MAX.
50’ MAX.
50’ MAX.
50’ MAX.
50’ MAX.
BLDG 400
ALLOWABLE DEVELOPMENT IN TAXIWAY
123Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
HISTORIC DISTRICT HEIGHT LIMITS
Proposed height limits within the Historic
District are based on the heights of the
existing hangar buildings, as shown in the
adjacent figure.
SIDE/END ELEVATION
FRONT ELEVATION
50
’
50
’
34’-113/4 ”31’-6”
385’-9 1/2”
162’-9 5/8”
236’-5 7/16 ”
260’-3”
40’-0 3/4”
9’-4 3/8”
30
’
59
’
-
4
3/
8
”
59
’
-
4
3/
8
”
124
TOWN CENTER CORE CONCEPT
The precise placement of buildings and
open space in the core of the Town
Center will be defined through specific
development proposals. The illustrative
example included in this plan demonstrates
principles that should be followed in
order to create a focal point for the entire
plan that celebrates public access to and
TOWN CENTER CORE GUIDELINES
enjoyment of this unique waterfront
setting. They include:
• The provision of a public plaza a
minimum of 1 acre in size that extends
from Pan Am Way to the waterfront,
with a minimum width of 150’.
• This plaza should be designed as
a multipurpose space, and may
accommodate periodic use for parking
and vehicular access
• Buildings fronting the plaza should all
be designed to provide frontages that
activate the plaza
• The placement of buildings, including
landmark sculptural elements, should
ensure that a direct visual connection
along the axis of Ralph Appezzato to the
public open space along the north side
of the Seaplane Lagoon is maintained.
• The placement of buildings along the
northwest face of the plaza, adjacent to
Building 77 (Pan Am terminal), should
ensure that a visual connection between
this former Pan Am Clipper terminal
and the Seaplane Lagoon is maintained
by providing a view corridor of no less
than 40’ in width between it and the
waterfront.
200’ MIN.
32’ MIN.
40’ MIN.
32
’
M
I
N
.
1AC MIN.VIEW CORRIDOR ALONG APPEZZATTO TO WATER = 70% OF 105’ MIN. 150’ MIN.
40’ MIN.
125Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
1 JOHNSON STREET TOWNHOMES, PORTLAND, OR.
SOLOMON | MITHUN.
2 NIA AT GREENBRIDGE, SEATTLE, WA. GGLO.
INTRODUCTION
The waterfront setting, the relationship to
the historic Alameda Naval Air Station and
new commercial and residential develop-
ment in the adjacent Enterprise sub-district
at Alameda Point all support the creation
of an eclectic mix of building designs and
architectural styles.
The waterfront Town Center is a compact,
mixed use community with densities and
building types that enliven public space,
support transit and amenities, afford hous-
ing options reflecting the needs of diverse
family types, and proximate employment
opportunities – in a form that is reflective
of the best qualities of urban Alameda. The
plan therefore encourages a wide range
of building types, densities and heights to
promote the creation of a diverse and vi-
brant community and to provide the widest
possible range of housing options.
Building design at Alameda Point
should support distinctive, pedestrian
oriented, sustainable neighborhoods that
demonstrate time tested virtues while
also accommodating emerging trends
C. BUILDING TYPES, MASSING AND DESIGN
STANDARDS AND GUIDELINES
in building design, sustainability and
household makeup. Aesthetic variety is
desirable to facilitate a visually rich and
interesting pedestrian-oriented physical
environment. Emphasis should be placed
on ensuring the creation of a public realm
that is lively, humane, socially interactive,
safe and vibrant.
1 2
126
TYPE
RE
S
I
D
E
N
T
I
A
L
MI
X
E
D
U
S
E
CO
M
M
E
R
C
I
A
L
MI
X
E
D
U
S
E
RE
T
A
I
L
,
EN
T
E
R
T
A
I
N
M
E
N
T
,
FO
O
D
&
B
E
V
E
R
A
G
E
MA
R
I
T
I
M
E
OP
E
N
S
P
A
C
E
BU
I
L
D
I
N
G
T
Y
P
E
Commercial Block P P P P P
Workplace P P P P P
Parking Structure P P P P P
Work-Live P P ---
Stacked Flat P P ---
Multiplex P P ---
Row house P ----
Courtyard Housing P ----
Single Family Detached -----
Carriage House -----
Adaptive Reuse of Existing Buildings P P P P P
FR
O
N
T
A
G
E
TY
P
E
Storefront P P P P P
Formal Entry P P P P P
Forecourt P P P P -
Stoop P P ---
BUILDING TYPES AND BUILDING
FRONTAGE DESIGN
In the interest of promoting diversity and
a vibrant mixed use character the Plan
permits and encourages a wide range of
building types throughout the Town Center.
BUILDING TYPES. CITY OF ALAMEDA CITYWIDE DESIGN REVIEW MANUAL (FIGURE 2.2, PAGE 6)TABLE B-BUILDING TYPE AND FRONTAGE TYPE
Table B: Building Type and Frontage Type
identifies the building types and frontage
types permitted (P), or not permitted (-),
within each Land Use Plan area. Refer
to Land Use Map on page 108. Design
standards for Building Types and Frontage
A. Commercial Block
F. Multiplex
B. Workplace Commercial
G. Rowhouse I. Single family Detached
D. Live-work
C. Parking Structure
E. Stacked Flats
H. Courtyard Housing
2.2 The Building Types
BUILDING TYPES
6Citywide Design Review Manual
Types are included in the City of Alameda
Citywide Design Review Manual (page 6),
which can be found on the City of Alameda
Community Development Department
webpage.
127Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
BULK AND MASSING
The objective of Bulk and Massing
controls is the creation of buildings that
will be pedestrian scaled and visually well
proportioned. This is regulated by defining
their maximum floor plates, plan lengths
and apparent faces.
The maximum Plan Length of any single
building shall be 200’. When the Plan
Length exceeds 120’, the maximum
Apparent Face length shall be 75’.
Reductions in the Plan Length to achieve
the maximum Apparent Face requirement
may be achieved by building setbacks or
notches with a minimum width of 2’ and
a minimum depth of 3’, a 2’ setback of
building massing, or a major change in
fenestration pattern or material.
PLAN LENGTH AND APPARENT FACE MEASUREMENT
PEDESTRIAN SCALE
The facades of buildings – their pattern of
entries and window openings, materials
and architectural detailing – determine the
degree of visual and tactile interest they
provide to the adjacent streetscape. Every
building façade facing a street or open
space is an important element in the experi-
ential quality of the Town Center.
1 WELL-DEFINED, ARTICULATED STREET WALL
2 CONTEMPORARY ARTICULATED STREET WALL
1
2
APPARENT
FACE
MAX PLAN
LENGTH
APPARENT
FACE
MAX PLAN
LENGTH
128
BUILDING DESIGN
Façade and Entry Design
Street facing facades should include
architectural elements such as canopies,
awnings, overhangs, projections, shading
devices, recesses, signage, lighting, varying
façade element depths, material and surface
variety and texture intended to provide in-
terest to the pedestrian environment. Flush
and or reflective unrelieved curtain wall
type treatments of facades are not appropri-
ate for Alameda Point Town Center.
Building facades exceeding 50’ in length
should include modulation or articulation
to the streetwall. This may be achieved with
one or more of: material, texture or fenes-
tration pattern change, recessed building
entries, recessed balconies, enclosed build-
ing area encroachments and projections,
minor setbacks not greater than 2’ deep, or
other similar devices.
In order to create successful streetscapes of
individual buildings that respect the larger
public environment – adjacent buildings
may share features and architectural char-
acter, and need not pursue variety for its
own sake.
The scale and rhythm of the façade should
express the height and configuration of a
residential unit through techniques such
as architectural detail, color, massing and
fenestration.
Multi unit buildings should be designed
with prominent entries that are inviting and
clearly visible from adjacent streets from
adjacent streets.
Fenestration and Transparency
Fenestration should be simple, human
scale, elegantly proportioned and generous.
Circular, trapezoidal and triangular win-
dows are discouraged. Operable windows
for all building types are encouraged.
Glazing should be non reflective. Exterior
elements to control solar heat gain such as
fins, overhangs and horizontal sun shades
are encouraged.
The recommended minimum per cent-
age of transparent façade area is 50% for
residential buildings, and 65% for other
non-residential uses.
75% of the ground floor facades (between
2’ and 8’ above grade) of retail frontages
should include clear, untinted glass. For
office, hotel and convertible ground floor
uses this per centage should be a minimum
of 50%.
In areas requiring ground floor retail uses
the maximum extent of a blank wall (areas
without windows or entries) should not
exceed 10 linear feet.
Parking and Service Facilities
Trash, recycling and other utility provi-
sions should be designed to be protected
and screened from adjacent pedestrian
activity. Dedicated off-street loading docks
are discouraged. Exposed parking, garage
entries, and service, mechanical or loading
areas should be placed on the back or side
of buildings that do not front along a public
right-of-way. If there is no such frontage,
these entries and areas should be limited
to an aggregate of 50 lineal feet or 20% of a
façade’s length, whichever is less. Individ-
ual townhouse garages facing public streets
are prohibited.
129Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
Ground Floor Residential Units
All ground floor units facing a public
right of way or public open space should
provide an individual front entry to those
spaces. Primary living space or a private
open space that are designed to orient to
the adjacent street or open space may serve
as substitutes. The frequency of entries
will relate to the size of the unit facing the
street, and the doors for two entries may be
ganged at a single location.
Ground floor residential units should be
raised 24 – 36” above the adjacent street
grade to provide privacy for building
occupants. Residential units included on
the ground floor of buildings in zones that
require the potential adaptation to retail use
must be built at an elevation that would al-
low direct (step free) access to the adjacent
sidewalk.
Each ground floor residential unit facing a
public street or open space should address
the interface between the public and private
space through landscaping or other archi-
tectural element. Solid hedges fences or
other barriers may not exceed 4’ in height.
Materials
Buildings should use “cool” exterior siding,
roofing, and paving material with relatively
high solar reflective index to minimize
solar heat gain.
The use of elements that contribute to
environmental sustainability as a façade
material, such as building-integrated photo-
voltaics or green walls, is encouraged.
Glazing should be non-reflective and less
than 10% tinted, with a light transmittance
of at least 90%.
Due to the marine environment of Al-
ameda Point, materials selected should
demonstrate superior performance related
to moisture protection, low maintenance
requirements, durability, and ultra violet
resistance. Ground level facades should be
designed with high-quality materials that
offer color, variety, wear resistance, and
visual interest to the pedestrian (such as
stone, tile masonry, brick or terracotta).
Hotels
Hotels should have active frontages with
public functions such as restaurants or
retail to ensure the continuity of abutting
active streets and public open spaces. Un-
avoidable windowless wall area should be
mitigated with landscaping, display space,
public art, public seating or similar treat-
ments. Hotels are encouraged to include
balconies.
130
INTRODUCTION
The organizational principles for develop-
ment within the portion of the Town Cen-
ter within the Historic District are derived
from the Naval Air Station’s historic devel-
opment pattern, as described in Section V
of the NAS Alameda Historic District: His-
toric District Assessment and Preservation
Strategy (2005; pages 25-35) and the US
Navy’s National Register of Historic Places
Nomination – NAS Alameda.
The infill guideline are designed to ensure
that new infill development and building
placement is consistent with the character
defining features of the Historic District,
and that all new buildings constructed
within the Taxiways are consistent with the
original “Total Base Design” described in
the 2005 Page and Turnbull NAS Historic
District Assessment and the NAS Alameda
Historic District designation, and shown
in the U.S. Navy’s 1940 Master Plan for the
property.
NAS Alameda Historic District Historic District Assessment and Historic Preservation Strategy Alameda Point Preliminary Development Concept
June 22, 2005 Page & Turnbull, Inc.
-28-
Axes As described above, the principal cross axes that help to define the character of NAS Alameda are clearly indicated in the original plans prepared by the Bureau of Yards & Docks. The main north-south axis is a large landscaped mall historically known as the “Magic Carpet,” beginning at the Main Gatehouse (Building 30) and
continuing south to the Administration Building (Building 1). Landscaped areas originally carried the main axis
south to Building 6 and the Seaplane Lagoon beyond. As originally designed, the east-west axis separated the
Administrative and Residential sub-areas from the Shops and Hangars sub-areas. However, after the bombing
of Pearl Harbor, the formerly open east-west axis was sacrificed to wartime contingencies and filled with
additions to the Assembly & Repair Shop (Building 5), and new training, maintenance and storage structures
(including Buildings 114, 101, 73A and 73B). The primary north-south axis was retained along with a secondary
east-west mall framed by the Bachelor’s Enlisted Quarters Buildings and the General Service Building
(Buildings 2, 3 and 4). This secondary mall and the landscaped boulevard along Road H (currently W. Essex
Road), which connects to the Residential Area of Officer’s Quarters, became the predominant east-west axis by
the end of World War II (Figures 17-19).
In addition to providing important vistas of significant monuments and landscapes beyond the base, the
principal axes also serve as the primary circulation routes. Individual circulation elements, such as prominent
entrance pavilions, arcaded passageways, paths and stairs, tend to relate to the principal axes. Some circulation
elements, such as the covered pedestrian passageways connecting Buildings 2, 3, and 4, frame views of the Bay
and downtown San Francisco in the distance. The axes are defined by rows of low-slung buildings, which serve
not so much as continuous edges but as punctuation within a park-like setting. The most significant landscape
treatments are encountered along the north-south and east-west malls, with some extending into other sub-
areas like tendrils of green open space, especially a landscaped boulevard that originally existed along W. Essex
Street. The malls are punctuated periodically by important structures and monuments, such as the main
Figure 17. Original plan axes
Figure 19. Built plan, ca. 1945Figure 18. Master plan, ca.
1940
NAS Alameda Historic District
Historic District Assessment and Historic Preservation Strategy
Alameda Point Preliminary Development Concept
June 22, 2005 Page & Turnbull, Inc.
-29-
flagpole at the southern end of the north-south mall,
directly across from the main entrance to the
Administration Building.
View Corridors
As discussed above, the two principal malls serve as
important view corridors, providing vistas or glimpses of
primary features of the base plan (Figure 20). The
corridors focus attention on symbolically and
architecturally significant structures. The main north-south
mall begins north at the Gatehouse (Building 30) and
terminates at the Administration Building (Building 1) at
the south. Visitors standing at any point along the mall
enjoy dramatic views of both buildings at either end of the
mall. The buildings lining the mall defer to the
Administration Building, although their design is
compatible. Landscaping, in particular mature Monterey
Cypress trees, also direct the attention of the visitor to the
Administration Building with the flagpole in front of it. In
this way, planning, architecture and landscape architecture
work in concert to direct strangers to the central nerve
center of the base, as well as promote public interaction
with the elements that embody the highest degree of
architectural interest.
Although not a landscape in the traditional sense,
significant view corridors are afforded along and in-
between the rows of massive Seaplane Hangars at the
southern edge, and the somewhat smaller Landplane
Hangars along the western edge of the district. The
repetition of identical, 60-foot-tall volumes creates strong
streetscapes when viewed along Monarch Street and West
Tower Avenue. These two vistas, as well as the views
between the hangar buildings, are mentioned in the JRP
Guidelines as some of the most important character-
defining elements of NAS Alameda. Taken in conjunction
with glimpses of downtown San Francisco in the distance,
these views are some of the most impressive on the base.
Sub-Areas
Five sub-areas within NAS Alameda were identified in the
JRP Guidelines as possessing distinctive characteristics.
Reflecting the segregation of usage that is so characteristic
of the base, these sub-areas are coterminous with function:
the Administrative Core, the Shops Area, the Residential
Area, and the Seaplane and Landplane Hangars Areas.
(Figure 21). The purposeful arrangement of functions, or
zoning as it came to be known in the early 20th century, is
indicative of the Total Base Design practice and the City
Beautiful Movement, from which it derived in part. The
functional segregation of different, mutually incompatible
Figure 20. View corridors
Figure 21. District Sub-Areas
PLAN AXES
PAGE AND TURNBULL, 2005
NAVY MASTER PLAN, CIRCA 1940
B-31941 Map of NAS Alameda
D. HISTORIC DISTRICT INFILL GUIDELINES
131Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
NAS ALAMEDA HISTORIC DISTRICT
Historic District Boundary
Character Defining View
Other View
Contributing Building
Non-Contributing Building
Town Center Boundary
up to 25’
up to 35’
up to 50’
up to 65’
> 65’ with special consideration
1500’1000’500’0’
1” = 1000’-0”
NAS ALAMEDA HISTORIC DISTRICT
Approximately 36 percent of the Precise
Plan lies within the NAS Alameda Historic
District as shown in the adjacent figure.
Development within this zone has been an-
ticipated since the NAS Alameda Commu-
nity Reuse Plan (1996). The Precise Plan
infill guidelines ensure that new buildings
respect the historic cultural resource,
facilitate the introduction of new uses in
new and existing buildings, and support the
creation of a vibrant waterfront destination.
2013 ALAMEDA POINT PLANNING GUIDE- P. 106
132
Historic District Boundary
Character Defining View
Other View
Contributing Building
Non-Contributing Building
Town Center Boundary
up to 25’
up to 35’
up to 50’
up to 65’
> 65’ with special consideration
1500’1000’500’0’
1” = 1000’-0”
VIEW CORRIDORS AND STREET ALIGNMENT
A key concept for plan organization in the
Taxiway Sub-Area is the maintenance of
view corridors to the Seaplane Lagoon,
as well as a continuous view parallel to its
northern edge.
Bldg 400Bldg 11 Bldg 12 Bldg 39 Bldg 40 Bldg 41
80’
80’80’80’80’80’80’
80’80’
170’
170’
330’
20
0
’
20
0
’
170’260’260’260’260’
80
’
125’125’125’
125’
125’125’30
0
’
80’
NAS Alameda Historic District
Historic District Assessment and Historic Preservation Strategy
Alameda Point Preliminary Development Concept
June 22, 2005 Page & Turnbull, Inc.
-29-
flagpole at the southern end of the north-south mall,
directly across from the main entrance to the
Administration Building.
View Corridors
As discussed above, the two principal malls serve as
important view corridors, providing vistas or glimpses of
primary features of the base plan (Figure 20). The
corridors focus attention on symbolically and
architecturally significant structures. The main north-south
mall begins north at the Gatehouse (Building 30) and
terminates at the Administration Building (Building 1) at
the south. Visitors standing at any point along the mall
enjoy dramatic views of both buildings at either end of the
mall. The buildings lining the mall defer to the
Administration Building, although their design is
compatible. Landscaping, in particular mature Monterey
Cypress trees, also direct the attention of the visitor to the
Administration Building with the flagpole in front of it. In
this way, planning, architecture and landscape architecture
work in concert to direct strangers to the central nerve
center of the base, as well as promote public interaction
with the elements that embody the highest degree of
architectural interest.
Although not a landscape in the traditional sense,
significant view corridors are afforded along and in-
between the rows of massive Seaplane Hangars at the
southern edge, and the somewhat smaller Landplane
Hangars along the western edge of the district. The
repetition of identical, 60-foot-tall volumes creates strong
streetscapes when viewed along Monarch Street and West
Tower Avenue. These two vistas, as well as the views
between the hangar buildings, are mentioned in the JRP
Guidelines as some of the most important character-
defining elements of NAS Alameda. Taken in conjunction
with glimpses of downtown San Francisco in the distance,
these views are some of the most impressive on the base.
Sub-Areas
Five sub-areas within NAS Alameda were identified in the
JRP Guidelines as possessing distinctive characteristics.
Reflecting the segregation of usage that is so characteristic
of the base, these sub-areas are coterminous with function:
the Administrative Core, the Shops Area, the Residential
Area, and the Seaplane and Landplane Hangars Areas.
(Figure 21). The purposeful arrangement of functions, or
zoning as it came to be known in the early 20th century, is
indicative of the Total Base Design practice and the City
Beautiful Movement, from which it derived in part. The
functional segregation of different, mutually incompatible
Figure 20. View corridors
Figure 21. District Sub-Areas
PAGE & TURNBULL, 2005
133Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
WESTERN TAXIWAY
The construction of Building 400 (as
known as the Avionics Buildings) in 1957
changed the previously existing pattern of
a symmetrical spacing of hangars along the
waterfront. The Precise Plan recommen-
dation is to restore a sense of this former
pattern through building separations and
massing, as shown in the adjacent figure.
As shown in the diagrams, 80 foot view
corridors should be provided between
buildings in this area. In the event that the
need for a larger uninterrupted floor plate is
required to accommodate a manufacturing
or employment use, the view corridors may
be reduced to a minimum depth of 60 feet.
WESTERN TAXIWAY PREFERRED OPTION
BLDG
400
BLDG
11
BLDG
12
BLDG
400
BLDG
11
BLDG
12
80’80’
60’
134
TOWN CENTER CORE CONFIGURATION
CULTURAL LANDSCAPE GUIDELINES
Landscape:
All new construction and modifications to
existing buildings within the NAS Alameda
Historic District should be consistent with
the Guide to Preserving the Character of
the Naval Air Station Alameda Historic
District, as amended, and AMC Section
13-21(Preservation of Historical and Cul-
tural Resources). Some additional design
consideration for development within the
Historic District include:
Trees are not found in this zone of the
former NAS Alameda, as they were incom-
patible with the operational requirements
of moving planes and equipment. They are
introduced in the Precise Plan in order to
make the area more appealing to pedestri-
ans. Locations and geometry should respect
the preexisting circulation and building
organizational patterns.
Pedestrian/Automobile Interferance:
The design of new vehicular, pedestrian and
bicycle circulation, as well as the provision
of upgraded storm water facilities should
include alternatives that do not incorporate
new roadside curb and gutter. Separation of
vehicles and pedestrians should be accom-
modated as much as possible with devices
that maintain the existing flat, uninter-
rupted ground plane that characterizes this
portion of the base.
The exception to the maintenance of the
existing flat topography is within the
development of the park in the 200’ setback
zone along the Seaplane Lagoon, which is
proposed to include topographic change
that will allow it to adapt to anticipated sea
level rise.
Hanger Infill Buildings:
Buildings introduced between the existing
hangars should be set back a minimum of
80’ from the existing hangars, and be lim-
ited to a maximum of 35’ in height. Their
north and south extents are limited by the
alignment of the existing hangars, and low-
er buildings (not to exceed 35’ in height) to
be placed in the spaces between.
This recommendation is included for
the area in front of Building 11,12 and
400/400A, even though the latter building
interrupted the historic hangar / taxiway
relationship, changing the status of Building
11 and 12 to non-contributing. However,
because Building 400 interrupts the former
view corridors between West Tower Avenue
and the Seaplane Lagoon new develop-
ment in front of it should not be required
to include these corridors as long as the
massing of the new development reflects
the prominence of the hangar Buildings 11
and 12 that existed before the construction
of Building 400. This can be achieved by a
reduction in height in the central portion of
a new block, in combination with setbacks
or other devices that would reduce the
apparent bulk of the new development from
the waterfront.
Building 77:
To maintain this historic seaplane passen-
ger terminal’s visual relationship to the
Seaplane lagoon the plan recommends that
a view corridor of a minimum of 120 feet
in width be maintained on the centerline
of the building. This view corridor should
be developed as a public park or plaza, and
may contain small one story pavilions or
landscaping that will support public use
and enjoyment of the space while allowing
the visual connection between the Building
77 and the water to be maintained. The
minimum uninterrupted width of this
corridor would be 40 feet, symmetrical
with the centerline of the building. New
development on either side of the view cor-
ridor should not exceed 50’ in height, and
its location is defined on its western edge
by the extension of the western edge of the
existing hangar Building 41.
BUILDING 77
40’ MIN.
135Alameda Point Town and Waterfront Precise Plan | CHAPTER 5 LAND USE AND DEVELOPMENT GUIDELINES
PHASING AND IMPLEMENTATION
6
136
INTRODUCTION:
All waterfront development faces similar concerns. Everyone
wants to be on the water, yet the edge represents but a small
proportion of the overall land area. The Precise Plan addresses
this concern by proposing an intensity and character of
development, and a correspondingly rich and attractive water’s
edge public realm, that will push the value of appropriate
waterfront development deep into the site. The phasing of
that development – the order and locations in which it will
proceed – is a function of the need to balance a wide range
of concerns, many of them unique to Alameda Point. They
include the chronology in which certain parcels of land will
become available, the desire to minimize initial infrastructure
investment, and the need to create a destination that emerges
from the earliest moments of the redevelopment. In this
sense, phasing is a vital consideration in the successful
implementation of the Town Center redevelopment.
Everyone wants to be on the
water, yet the edge represents
but a small proportion of the
land area.
To address these physical, financial and experiential concerns
and goals the Precise Plan recommends the formulation of
a Phase Zero as a component of the overall phasing strategy.
Its purpose is to immediately create an inviting and casual
destination that will bring people together and begin to
establish Alameda Point as a great place to visit, enjoy, eat,
shop and relax. Focused on temporary facilities, events, and
the assets of existing buildings and tenants Phase Zero can
serve as both prelude to and complement of early permanent
development projects.
137Alameda Point Town and Waterfront Precise Plan | CHAPTER 6 PHASING AND IMPLEMENTATION
138
CONVEYANCE CONSTRAINTS ON TOWN CENTERLAND CONVEYANCE SCHEDULE
LAND CONVEYANCE SCHEDULE
The conveyance of land from the Navy to
the City of Alameda is a function of the
time necessary to complete the required
environmental remediation. This work
has been ongoing for many years and has
reached the point where a considerable
area was conveyed in 2013 (area 1 in the
attached figure). The schedule anticipates
TOWN CENTER CONVEYANCE CONSTRAINTS
A significant area south of West Atlantic
Avenue will be constrained by the time
required to clean up a subsurface plume,
shown in the figure above, and the
conveyance of this land is expected to take
at least five more years. This conveyance
schedule and the complications and costs
associated with construction within the
plume area suggest a development pattern
1500’1000’500’0’
1” = 1000’-0”
that a further transfer will take place in
2014 (area 2), and later transfers will
occurin 2015 (area 3) and 2019 or after
(area 4).
that limits early phases of new permanent
construction to the areas north of Ralph
Appezzato Parkway as shown on page 139,
Early Phase Construction. Although the
taxiway area is outside of this conveyance
and remediation constraint, the cost of
extending appropriate new infrastructure
to serve new development there will also
likely constrain permanent development
in those areas to later phases. However, it
Phase 1 Land
Phase 1 Submerged
Phase 2 Land (2014)
Phase 3 (2015)
Phase 4 (2019 or later)
Precise Plan Boundary
Plume
Plume Buer
Conveyance Limit
Precise Plan Boundary
3
3
1
3
2
2
2
3
3
4
4
4
2
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
PACIFIC AVENUE
FE
R
R
Y
P
O
I
N
T
R
O
A
D
W. ATLANTIC AVENUE
MA
I
N
S
T
R
E
E
T
W. TOWER AVENUEPA
N
A
M
W
A
Y
SA
R
A
T
O
G
A
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
139Alameda Point Town and Waterfront Precise Plan | CHAPTER 6 PHASING AND IMPLEMENTATION
EARLY PHASE DEVELOPMENT
750’500’250’0’
1” = 500’-0”
TEMPORARY RECREATION/
EVENT SPACE
BEGIN PARK CONSTRUCTION
AS FUNDING ALLOWS.
would be possible to support early phase
development with temporary facilities
south of Ralph Appezzato, utilizing both
existing buildings and open spaces that
exist there.
PHASE ZERO
The seemingly constrained development
phasing at Alameda Point creates both a
need and an opportunity for a new concept
to the real estate development industry –
Phase Zero. Originally generated by the
desire by independent vendors and tenants
to try out their products and determine
market viability in a cost effective way,
Phase Zero-type development has the
potential to create public awareness and
destinations disproportionately greater than
their investment. INTERIM
WATER
ACTIVITIES
EARLY PHASE
DEVELOPMENT
PHASE ZERO
FUTURE
REDEVELOPMENT
FUTURE
REDEVELOPMENT
SEAPLANE LAGOON
R. APPEZZATO MEMORIAL PARKWAY
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
M
A
I
N
S
T
R
E
E
T
140
1 OUTDOOR EVENTS
2 ALAMEDA POINT STUDIOS, 1800 FERRY POINT
ROAD
3 BIKE RENTAL
4 KAYAK RENTAL
5 LEARNING CENTER / MAKER EXPO
This opportunity is enhanced enormously
by the existing building stock at Alameda
Point and the diverse group of tenants
that occupy it. Rather than constructing
new facilities from the ground up, this
type of interim use is actually ‘fabricated’
into temporary facilities and ‘placed on
the ground,’ allowing for very flexible/
changeable tenant and programming
solutions.
The implementation of Phase Zero can
include a wide variety of activities that
will reinforce the permanent experience
ultimately constructed at Alameda Point.
Therefore, Phase Zero programming should
include an offering of small retail shops, a
collective location for food services, space
for outdoor events, sports rental facilities,
Maker’s Movement space and easy lagoon
access. Even things like painting bold bike
lanes on the site will signal that the public
is welcome, and that there are things to do
on the site.
1
3 4 5
2
141Alameda Point Town and Waterfront Precise Plan | CHAPTER 6 PHASING AND IMPLEMENTATION
6 FLORENTIJN HOFMAN’S FLOATING RUBBER DUCK
AT VICTORIA HARBOUR
7 SYDNEY FOOTBALL FESTIVAL FLOATING FIELD
8 GUERRILLA BIKE LANES
9 POP UP SHOPPING
10 MARK DI SUVERO EXHIBIT AT CRISSY FIELD
An important element of Phase Zero’s
success will be quality of placemaking.
Phase Zero should include standard
town design elements such as a plaza or
square, street retail, market hall, etc. These
elements can be used for commercial
activities such as shopping and dining,
but also for gathering purposes which
can include concerts, art festivals, people
watching and impromptu sporting events.
The prime location for Phase Zero is
at a busy intersection that already has
significant pedestrian and traffic activity,
such as the intersection where the lagoon
meets the entry road. This location
includes many of the experiences that
Alameda Point will someday offer – the
lagoon, the water’s edge, old factory
buildings, quality tenants, space for events,
etc. Additionally, the proposed Phase Zero
location provides ample space for large-
scale events such as summer-night concert
series, ‘drive-in’ movie nights, winter snow
festivals, public art exhibits and others.
7
10
6
98
142
PHASE 0 CONCEPT
750’500’250’0’
1” = 500’-0”
1 BLDG. 14 - ALAMEDA POINT STUDIOS
2 BLDG. 162 - INTERIM MAKER EXPO / EVENTS /
LEARNING CENTER
3 VILLAGE MARKET - INTERIM REUSE OF BLDG 113
FOR MARKET HALL + DINING
4 VILLAGE MARKET - EXTERIOR MARKET AREA
5 LARGE OPEN AREA / FLEXIBLE EVENT SPACE
6 LAGOON EDGE TEMP. IMPROVEMENTS / SEATING /
FOATING ART
7 LARGE ART WALL
8 PAINTED INTERIM BIKE LANES
9 PAN AM INTERIM PLAZA / EVENTS / OFF-THE-GRID
10 BIKE / BOAT / KAYAK RENTAL KIOSK(S)
11 REUSE OF BUILDING 41
Focusing Phase Zero implementation at
the southeast corner, located where the
main entry road meets the lagoon, allows
Phase Zero to operate for the longest
potential period of time before permanent
construction would displace it, and allows
for expansion during the early years of
phased construction. The early phases of
permanent development for Alameda Point
will be located just north of the new main
road leading into the site, leaving all the
buildings just south of that road untouched
for many years. This area can then evolve
into a vibrant place with temporary
buildings and placemaking elements that
encourage gathering and commercial
activities which would otherwise not be
available to Alameda Point until much later
in the development phasing.
SEAPLANE LAGOON
1
5
46
2
7
8
9
10
8
8
3INTERIM
WATER
ACTIVITIES
TEMPORARY USE. LIMITED IMPROVEMENT.
BEGIN PARK CONSTRUCTION AS FUNDING ALLOWS.
EARLY PHASE
REDEVELOPMENT
FUTURE
REDEVELOPMENT
FUTURE
REDEVELOPMENT
11
PACIFIC AVENUE
W. TOWER AVENUE
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
TEMPORARY RECREATION/
EVENT SPACE
143Alameda Point Town and Waterfront Precise Plan | CHAPTER 6 PHASING AND IMPLEMENTATION
NEAR TERM DEVELOPMENT AND INTERIM USE
TE
M
P
O
R
A
R
Y
R
E
C
R
E
A
T
I
O
N
/
EV
E
N
T
S
P
A
C
E
PH
A
S
E
0
AR
T
W
A
L
L
INTER
I
M
WATER
ACTIV
I
T
I
E
S
OUTDO
O
R
F
I
L
M
S
,
FLEXI
B
L
E
S
P
A
C
E
FLOATING
ART
INFRASTRUCTURE
7
144
INTRODUCTION
This section describes the backbone infrastructure systems that
are necessary to support the development of the Plan Area. The
existing infrastructure within Alameda Point was installed by
the Navy, mostly over 70 years ago and is beyond its service
life. The active utility systems include wastewater, stormwater,
potable water, electrical, natural gas and telecommunications.
The active existing infrastructure is currently operable and
services the existing tenants throughout Alameda Point.
However, these systems are deteriorated and generally
unreliable. Additionally, the existing infrastructure does not
meet current codes or standards and does not provide long
term protection from the impacts of climate change and sea
level rise.
Accordingly, the existing infrastructure will be replaced with
new systems. The proposed backbone utility systems include
flood protection measures with consideration for sea level
rise, wastewater, potable water, recycled water, electrical,
natural gas and telecommunications. The Plan Area will
also be improved to a geotechnically and seismically stable
condition. Additionally, a new network of complete streets will
be constructed within the Plan Area that promote all modes
of transportation, emphasize walking, bicycling and provide
direct and convenient access to high quality transit options. See
Chapter 3: Access and Mobility, describing the proposed street,
bicycle and transit improvements proposed within the Plan
Area.
Additional details regarding the proposed backbone
infrastructure systems for Alameda Point, including the Plan
Area, are provided in the General Plan, the Alameda Point
Master Infrastructure Plan and the Final Environmental Impact
Report.
The proposed backbone
utility systems include flood
protection measures with
consideration for sea level
rise, wastewater, potable
water, recycled water,
electrical, natural gas and
telecommunications. The Plan
area will also be improved to a
geotechnically and seismically
stable condition.
FLOOD AND SEA LEVEL RISE PROTECTION
SEA LEVEL RISE
Development sites along the San Francisco Bay shoreline that
are susceptible to future inundation with sea level rise shall be
designed to provide protection or be adaptable to address the
anticipated impacts of climate change. The Coastal and Ocean
Working Group of the California Climate Action Team (CO-
CAT) issued a Sea-Level Rise Guidance Document in March
2013. This document provides guidance for incorporating
sea-level rise projections into planning for projects within
California. The CO-CAT projections are generally recognized
as the best science-based sea level rise projections for
California. The CO-CAT projected sea levels will rise 1.5 to 12
inches by 2030, 5 to 24 inches by 2050 and 17 to 66 inches by
the end of the century.
There remains uncertainty and variability of sea level rise
projections within the scientific community. Generally, up to
2050 there is agreement among the various climate models
for the amount of sea level rise that is likely to occur within
that timeframe. However after mid-century, the projections
of sea level rise become more uncertain, primarily due to the
uncertainties associated with future global greenhouse gas
emissions and land ice melting rates. Therefore, for projects
with timeframes beyond 2050, such as the Plan Area, it is
recommended to consider adaptive capacity and adaptive
flood protection measures that will allow the ability to adapt
to increased amounts of sea level rise and provide long term
protection.
Additionally, the San Francisco Bay Conservation and
Development Commission (BCDC) updated the San Francisco
Bay Plan in October 2011 to address the expected impacts of
climate change in San Francisco Bay. The updates to the Bay
Plan include similar guidance for addressing future sea level
145Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
rise when planning projects along the
Bay shoreline and recommends adaptive
measures be incorporated to the planning
of these types of projects.
PROPOSED SEA LEVEL RISE PROTECTION
MEASURES
For the Plan Area, an Adaptive
Management Plan will be implemented
with the proposed flood protection system.
The flood protection measures, will be
constructed with built-in protection against
24-inches of sea level rise. The 24-inches
of sea level rise protection will be provided
by a system of perimeter levees along the
shoreline of the Plan Area. the timing of
the construction of the comprehensive
levee system for Alameda Point is subject
to adequate funds being generated through
the Alameda Point Development Impact
/ Infrastructure Fee Program and other
potential public and private sources of
funds. It is anticipated that it will take
multiple years to accumulate the required
funding to construct the levee system.
Therefore, to facilitate initial phases of
development, the inland areas within the
146
3000’2000’1000’0’
1” = 2000’-0”
INITIAL FLOOD PROTECTION
AP-TC (Town Center) Zoning
Perimeter Facility (Levee)
Elevated Development Areas (Elev 5.1) (Town Center)
Alternative Flexible Perimeter Facility Location
Elevated Development Areas (Elev 5.1) (Other Zoning Districts)
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
Plan Area will also be raised to an elevation
that provides built-in protection from
18-inches of sea level rise. The 24-inches of
sea level rise protection shall be in addition
(added to) to other flood protection
criteria, including the 100-year tidal
elevation and wave/wind run-up.
A hybrid of flood protection measures
will be implemented throughout the Plan
Area. The shorelines will be constructed
as part of the perimeter levee system
with elevations above the 100-year tidal
elevation, plus consideration for wave/wind
run up, plus 24-inches of sea level rise plus
1-foot of additional protection (freeboard
consistent with FEMA regulations for
coastal levees). New development areas
not along the shoreline will be required to
establish minimum elevations at or above
the expected flood levels plus 18-inches
of sea level rise; this is likely to occur
before the levee protecting for 24 inches
of sea-level rise is constructed. Land and
right of way shall be preserved along the
shoreline perimeter of the Plan Area to
accomodate elevating the shorelines and
floodwalls in the future to manage and
adapt to sea level rise. This reserved land
147Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
3000’2000’1000’0’
1” = 2000’-0”
ADAPTED FLOOD PROTECTION
AP-TC (Town Center) Zoning
Raise/Construct Perimeter Facility (Levee) (To Required Elev)
Island-wide Protection (To Required Elev)
Development Areas (Town Center)
Alternative Flexible Perimeter Facility Location
Development Areas (Other Zoning Districts)
PACIFIC AVENUE
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
CEN
T
R
A
L
A
V
E
N
U
E
WILLIE STARGELL AVENUEW. MIDWAY AVENUE
MAIN STREET
OAKLAND ESTUARY
REDLINE AVENUE
NATURE RESERVE
VA HEALTH CLINIC
AND COLUMBARIUM
W. TOWER AVENUE
W. HORNET AVENUE
PLANNED
WETA FACILITY
SEAPLANE LAGOON
SAN FRANCISCO BAY
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
MA
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
NOTE: ALIGNMENTS OF UTILITIES IN THIS CHAPTER ARE DIAGRAMMATIC. FINAL ENGINEERING WILL BE
COORDINATED WITH THE DETAILED STREET ALIGNMENTS THAT WILL ACCOMPANY SPECIFIC DEVELOPMENT
PROPOSALS.
148
1000’500’0’
1” = 667’-0”
250’750’
STORM DRAIN IMPROVEMENTS
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
MO
N
A
R
C
H
S
T
R
E
E
T
OR
I
O
N
A
V
E
N
U
E
R. APPEZZATO PARKWAY
AP-TC (Town Center) Zoning
Proposed Storm Drain & Direction of Flow
Proposed Storm Drain & Direction of Flow (Other Zoning Districts)
Development Areas (Town Center)
Development Areas (Other Zoning Districts)
shall be adequately wide to accommodate
elevating the shorelines and floodwalls in
the future to manage and adapt to sea level
rise. The perimeter improvements shall
be designed to allow for the future flood
protection measures to be widened and
support additional height such that no fill is
placed in the Bay. Other adaptive measures
that may be implemented include a flexible
perimeter protection measure that shifts the
shoreline inland and allows the out board
land to be converted to tidal wetlands. This
type of solution is anticipated as an option
for the western shoreline of the Seaplane
Lagoon. A sea level rise monitoring
program and funding mechanism will be
established at Alameda Point to implement
the adaptive flood protection measures, if
necessary.
STORMWATER SYSTEM
Stormwater runoff from the Plan Area is
collected and conveyed by the existing
system to the Seaplane Lagoon through
multiple outfalls along the Lagoon
shoreline. The existing stormwater system
is owned and operated by the City of
Alameda. The system is currently operable,
but does not meet current standards in
several regards. These include notable
capacity limitations and the fact that
there is no stormwater quality treatment
infrastructure in place. The stormwater
management system will be incrementally
replaced consistent with the development
phasing of the Plan Area.
There are other portions of Alameda
Point, inland from the Plan Area, that
are also conveyed by the existing system
within the Plan Area and discharge to the
Seaplane Lagoon. Also, off-site runoff
from a small watershed located along Main
Street immediately to the north of Ralph
Appezzato Memorial Parkway is collected
and conveyed to the southwest through the
Plan Area where it outfalls the Seaplane
Lagoon.
PROPOSED STORMWATER MANAGEMENT
SYSTEM
A new stormwater collection system
will be installed within the Plan Area.
The proposed system will integrate new
pipelines, pump stations, multi-purpose
basins, and outfalls with water quality
treatment features designed to meet current
City of Alameda, County of Alameda, and
Regional Water Quality Control Board
design criteria. The new stormwater
management system will also be designed
to address the potential impacts of
future sea level rise through planning of
adaptation strategies and infrastructure.
The proposed stormwater collection system
will maintain the existing drainage patterns
of the Plan Area and surround areas of
Alameda Point. The proposed system will
include gravity storm drain pipes ranging
in size from 12 to 60 inches in diameter and
new outfall structures. These facilities will
be installed within all backbone streets in
the Plan Area. The proposed system will be
designed to maintain conveyance capacity
for the additional areas within Alameda
Point and the off-site areas currently
draining through the Plan Area to the
Seaplane Lagoon.
Additionally, the proposed system will
reduce the number of outfalls to the
surrounding waters in order to facilitate
and minimize future maintenance
obligations of the City of Alameda. The
proposed outfalls will be equipped with
flap gates and energy dissipation to
control discharge to the receiving waters.
Preliminary system design calls for a total
of 2 outfalls within the Plan Area, one
each at northwest and northeast corners
of the Seaplane Lagoon. The proposed
outfalls will be constructed at or very near
existing outfall locations to minimize
potential environmental impacts associated
with installation and operation of these
facilities. The northwest outfall is planned
to be accompanied with a multi-purpose
basin and storm drain pump station with
near term construction. Whereas at the
northeast outfall, a future pump station will
only be necessary as part of the adaptive
system, if sea level rise exceeds 24-inches.
Land will be reserved to accommodate
this future pump station. See the diagram
on the facing page depicting the proposed
stormwater collection system within the
Plan Area.
Adaptation strategies for potential sea
level rise are an integral part of stormwater
management planning for the Plan Area.
The stormwater management systems
will be designed such that construction
accounts for 24-inches of sea level rise. The
systems will also be designed to incorporate
adaptive measures that include increasing
the capacities of or constructing storm
drain pump stations to be capable of
accommodating up to 55-inches of future
sea level rise.
PROPOSED WATER QUALITY TREATMENT
MEASURES
The Alameda Countywide Clean Water
Program oversees the implementation of
the Municipal Regional Stormwater NPDES
Permit (MRP) that was issued for urban
stormwater discharges from Alameda
County, including the City of Alameda.
The MRP outlines a number of regulatory
goals and requirements for stormwater
management for new development and
redevelopment sites. The permit provisions
require the implementation of Low Impact
Development (LID) measures as outlined in
Section C.3.c of the MRP. These measures
149Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
150
1000’500’0’
1” = 667’-0”
250’750’
SANITARY SEWER IMPROVEMENTS
AP-TC (Town Center) Zoning
Proposed Sewer & Direction of Flow
Proposed Sewer & Direction of Flow (Other Zoning Districts)
Development Areas (Town Center)
Development Areas (Other Zoning Districts)
W. TOWER AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
PACIFIC AVENUE
R. APPEZZATO PARKWAY
OR
I
O
N
A
V
E
N
U
E
151Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
1000’500’0’
1” = 667’-0”
250’750’
POTABLE WATER IMPROVEMENTS
AP-TC (Town Center) Zoning
Proposed 12” Waterline
Proposed 12” Waterline (Other Zoning Districts)
Proposed 16” Waterline
Proposed 16” Waterline (Other Zoning Districts)
Existing Waterline
Development Areas (Town Center)
Development Areas (Other Zoning Districts)
R. APPEZZATO PARKWAY
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
FE
R
R
Y
P
O
I
N
T
R
O
A
D
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
MO
N
A
R
C
H
S
T
R
E
E
T
OR
I
O
N
A
V
E
N
U
E
include source control, site design, and
treatment requirements to improve the
quality of the stormwater runoff.
The LID biotreatment measures that will
be implemented throughout Plan Area
will include bioretention planters, street
planters, bioswales, subgrade infiltration
areas, permeable paving and any other
treatment measures approved by the
City of Alameda and the Regional Water
Quality Control Board. The new backbone
streets are anticipated to include linear
bioretention planters, bioswales, and street
planters within the landscape strips of
each street cross section. The Development
parcels will be required to incorporate
biotreatment measures and localized
rainwater harvesting, where feasible, to
provide pre-treatment of stormwater runoff
prior to discharging into the stormwater
system.
GEOTECHNICAL
The main geotechnical considerations
for Alameda Point are similar to those of
other waterfront sites in the Bay Area. The
considerations include:
• Shoreline Stability
• Liquefaction
• Compressible soils
Corrective measures will be implemented
within the Plan Area to address each of
these considerations and improve the
seismic stability of the Plan Area. These
corrective measures may include deep soil
mixing for the shoreline stability, rapid
impact compaction or deep dynamic
compaction for the liquefiable soils, and
a surcharge operation to address the
compressible soils, such as Young Bay Mud.
These measures will be implemented as part
of the site preparation and rough grading
operations for the Plan Area.
WASTEWATER
The existing wastewater collection system
within the Plan Area will be replaced. The
existing on-site collection system collects
and conveys the wastewater generated
within the Plan Area to an existing pump
station (Pump Station R) located near
the Main Gate. Additionally, the existing
system within the Plan Area conveys the
wastewater from the southeastern portion
of Alameda Point to Pump Station R.
Pump Station R, along with other off-site
transmission facilities including a force
main, siphons and interceptor trunk mains,
are owned and maintained by EBMUD
and convey the Project Site wastewater to
EBMUD’s Main Wastewater Treatment
Plant (MWWTP)located at the eastern
landing of the Bay Bridge.
A new wastewater collection system will
be installed within the Plan Area. The
proposed collection system will be design
in accordance with the City of Alameda’s
standards and specifications. The proposed
system will include gravity pipelines,
ranging in size from 8-inch to 24-inch
in diameter, and multiple lift stations.
The proposed system will connect to
the existing Pump Station R located at
the Main Gate. The existing wastewater
system, pipelines and pump / lift stations,
within the Plan Area will be replaced in
phases consistent with the development
build-out. The proposed wastewater
collection facilities will be installed within
all backbone streets within the Plan Area.
The proposed system will be designed
to maintain conveyance capacity for the
additional areas within Alameda Point
that are conveyed through the Plan Area,
specifically the southeastern areas of the
Plan Area. See Figure on page 150 depicting
the proposed wastewater collection system
for the Plan Area.
EBMUD has adequate dry weather
capacity at the MWWTP for the projected
wastewater flows from the Plan Area. Over
time, the project will replace the existing
on-site wastewater system resulting in a
reduction in infiltration and inflow entering
the system in wet weather conditions. The
reduction in infiltration and inflow will
provide the required wet weather capacity
for the Plan Area.
POTABLE WATER
A new potable water distribution system
will be installed within the Plan Area.
EBMUD supplies potable water to the Plan
Area. The proposed distribution pipelines
will connect to the existing EBMUD water
facilities in Main Street. The existing water
system will be replaced with the new system
in phases consistent with the development
build-out. The proposed distribution
system will be designed in accordance
with EBMUD’s regulations, standards and
specifications. The system will consist of
distribution pipelines that will range in
size from 8-inch to 16-inch in diameter.
The proposed water distribution facilities
will be installed within all backbone streets
providing reliable potable and fire water
to all development parcels within the Plan
Area. See Figure on page 151 depicting the
proposed potable water system within the
Plan Area.
EBMUD’s Water Supply Management
Program 2040 has included the water
demand projections associated with the
redevelopment of the Proposed Project,
maintaining adequate supply allocation to
the Plan Area.
RECYCLED WATER
The Proposed Project will construct a
backbone network of recycled water
distribution pipelines throughout the Plan
152
Area. Currently, there is not an existing
source of recycled water at Alameda Point.
EBMUD is implementing the East Bayshore
Recycled Water Project, which currently
supplies recycled water to portions of
Oakland and Emeryville. EBMUD plans to
extend their recycled water service to the
City of Alameda, including Alameda Point.
The East Bayshore Recycled Water Project
will eventually construct a recycled water
supply line from West Oakland, across the
Oakland - Alameda Estuary, and into the
western portions of Alameda. Alameda
Point will connect to the existing recycled
water facilities constructed within the
Bayport development, near the intersection
of Stargell Avenue and Coral Sea Street.
A new recycled water distribution system
will be installed at Alameda Point. A
network of recycled water pipelines will be
constructed within the proposed rights of
ways of the backbone streets and will range
in size from 6 to 12 inches. The recycled
water facilities will be designed and
constructed in accordance with EBMUD’s
regulations, standards and specifications.
DRY UTILITIES
The dry utilities within the Plan Area
include electric power, natural gas,
communications and cable television.
The existing dry utility systems will be
incrementally replace the over time.
153Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
CARTWRIGHT SUBSTATION
750’500’250’0’
1” = 500’-0”AP-TC (Town Center) Zoning
Proposed Conduits
Existing 115kv Transmission Lines
Development Areas (Town Center)
Development Areas (Other Zoning Districts)
R. APPEZZATO PARKWAY
SEAPLANE LAGOON
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
M
A
I
N
S
T
R
E
E
T
PA
N
A
M
W
A
Y
154
1000’500’0’
1” = 667’-0”
250’750’
JOINT TRENCH IMPROVEMENTS
AP-TC (Town Center) Zoning
Proposed Joint Trench
Proposed Joint Trench (Other Zoning Districts)
Existing 115kv Transmission Lines
Development Areas (Town Center)
Development Areas (Other Zoning Districts)
PACIFIC AVENUE
W. TOWER AVENUE
SEAPLANE LAGOON
LE
X
I
N
G
T
O
N
S
T
R
E
E
T
M
A
I
N
S
T
R
E
E
T
SA
R
A
T
O
G
A
S
T
R
E
E
T
PA
N
A
M
W
A
Y
R. APPEZZATO PARKWAY
OR
I
O
N
A
V
E
N
U
E
FE
R
R
Y
P
O
I
N
T
R
O
A
D
MO
N
A
R
C
H
S
T
R
E
E
T
Main Street and W. Atlantic Avenue. The
proposed gas facilities will be constructed
in all backbone streets, providing reliable
gas service. The new natural gas system
will replace the existing natural gas system
in phases consistent with the development
build-out. The proposed gas system will be
designed in accordance with PG&E’s rules
and regulations and will be installed in a
joint utility trench as previously described.
TELECOMMUNICATIONS AND CABLE
TELEVISION
The Proposed Project will incrementally
over time replace the entire existing
telecommunications and cable television
systems within the Plan Area. The existing
communication utility systems at Alameda
Point are owned and operated by AT&T,
AMP and Comcast.
New telecommunications systems will
be installed within the Plan Area. These
systems will connect to the existing systems
east of the Plan Area, near Main Street.
The proposed telecommunication facilities
will be constructed in all backbone streets.
The new telecommunication system will
replace the existing systems in phases
consistent with the development build-out.
The proposed telecommunications systems
will be installed in a joint utility trench as
previously described.
ELECTRIC SYSTEM
Alameda Municipal Power (AMP) owns
and operates the existing electric power
facilities at the Plan Area and throughout
the City of Alameda. The existing electric
system at Alameda Point consists of 115kV
transmission, 12kV and 4kV distribution
facilities. The existing distribution facilities
will be replaced within the Plan Area.
The 115 kV transmission facilities and
Cartwright Substation will be preserved.
The Cartwright Substation is a critical
component of the existing electric system
and is intended to remain in service
throughout the redevelopment of Alameda
Point. Utility corridors and easements
will need to be reserved for the electrical
facilities entering and emanating from
the substation. The existing transmission
facilities and Cartwright Substation have
adequate capacity for the Project’s estimated
ultimate electric demand.
From the Cartwright Substation, a new
underground electric distribution system
will be installed with the Plan Area. This
new electric system will replace the existing
electric system in phases consistent with
the development build-out. The proposed
electric distribution system will consist
of new underground conduits, vaults,
boxes, and pads; which will accommodate
15kV rated cables, transformers, switches
and other utility distribution equipment
including its supervising control and data
acquisition communication monitoring and
controls. The electric distribution facilities
will be installed within all backbone streets
within the Plan Area. The electric conduits
and cables will be placed in a joint utility
trench. This trench will also accommodate
the Pacific Gas & Electric (PG&E) natural
gas, telephone, cable television, possible
ancillary fiber optic cable systems and
street light facilities. The proposed electric
system and joint trench will be constructed
in accordance with AMP’s rules and
regulations as outlined in their Material
and Installation Criteria for Underground
Electric Systems, latest revision. See the
diagrams on page 153 and 154 depicting
the Cartwright Substation and proposed
joint trench system within the Plan Area.
NATURAL GAS
The Proposed Project will incrementally
over time replace the entire existing
natural gas distribution system within the
Project Site. Pacific Gas & Electric (PG&E)
supplies natural gas to the Project Site via
an existing 8” supply line that enters the
Project Site at the intersection of Main
Street and W. Atlantic Avenue.
A new natural gas distribution system will
be installed throughout the Plan Area.
This system will connect to the existing
8-inch steel main near the intersection of
STREET LIGHT SYSTEM
The Proposed Project will incrementally
over time replace the entire existing street
light system within the Plan Area. The
existing street lighting system at Alameda
Point is owned and operated by AMP. The
lighting criteria shall also be compliant with
the latest Illuminating Engineering Society
(IES) standards. The lighting units shall
utilize energy efficient luminaires such as
light emitting-diode (LED) type luminaires
as deemed acceptable by the City of
Alameda and AMP.
The proposed lighting system will be
designed in accordance and adhere to the
lighting mitigation measures defined in the
Biological Opinion prepared by the United
Stated Fish and Wildlife for Alameda Point.
PHASING AND IMPLEMENTATION
The backbone infrastructure improvements
required for the development of Plan Area
will be phased to match the development
phases as closely as possible. The required
improvements for each phase will include
demolition, flood protection, corrective
geotechnical measures, site grading,
utilities, streets and transit improvements.
Each phase will construct only that portion
of infrastructure required to support the
proposed uses and surrounding existing
uses to maintain financial feasibility of
155Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
the project. In some cases, initial phases
of development will need to construct
components of the backbone infrastructure
that will also benefit subsequent phases.
The implementation of the backbone
infrastructure will require constant
coordination. Certain areas may develop
concurrently, while other areas may only
develop in smaller phases. Additionally,
existing utility service will be maintained
to existing tenants within the Plan Area
or other areas of Alameda Point. This may
require temporary re-routing of utility
systems to maintain service to these
existing tenants.
It is expected that an Alameda Point
Development Impact / Infrastructure
Fee will be established to facilitate the
infrastructure implementation and provide
a mechanism to coordinate adequate
funding. The fee program will collect fees
to generate a portion of the funds needed
to construct infrastructure with site-wide
benefits. The fee program will also provide
repayments to initial developments that
constructed infrastructure improvements
that benefit larger areas.
CONCEPTUAL FINANCING PLAN
The projects and associated infrastructure
within Alameda Point will develop
gradually over time, taking into account
long-term needs. The financing plan
is designed to be incremental, linking
development to infrastructure and ensuring
that the right infrastructure is built, in the
right amount, as development progresses.
The projects and associated infrastructure
will develop gradually over time, taking
into account long-term needs.
The infrastructure financing strategy
requires that:
• Each development site pays for on-site
and site-adjacent infrastructure, and
• Each development site contributes
its fair share to a fund for backbone
infrastructure
This approach ensures that development
will have the immediate infrastructure
needed adjacent to the site, while also
contributing to long term and site-wide
costs that will not be incurred until further
in the development process, but to which
incremental development nevertheless
contributes. This linkage of development
to infrastructure responsibility allows
for flexibility - the development plan
can respond to market forces and the
infrastructure plan can adapt. Over
time, the individual project sites will
combine to form the overall plan, with the
infrastructure and funding in place.
The plan is organized into phases, which
contemplates gradual, incremental
development. The phases are not
prescribed in any fixed order, however, but
are instead organized around geographic
proximity, the logic of some infrastructure,
and types of development. The phases are
intended to provide an organizing principle
for development, but individual phases can
develop as market and other opportunities
arise.
The basic sources of the financing plan will
consist of the following:
• Land Sale Proceeds – funds paid to the
City by developers and others for site
acquisition.
• Community Facilities Districts (CFD)
and Assessments – assessments and
special taxes paid by land owners for
services and facilities.
• Infrastructure Financing District
– Special district that collects
incremental property tax revenue
for finance capital improvements if
allowed by updates to state law.
• Infrastructure Fee – fee paid by
development at building permit to pay
for infrastructure improvements.
• Public Grants and Loans – grants
and other special revenues provided
by third parties, such as the federal
government.
• Developer Equity – developer funding
of infrastructure from the anticipated
profits of development.
• Other sources as/if they become
available.
Assessments and special taxes are funded
through property tax, and appear as
part of each owner’s property tax bill. It
is important to note that a number of
special taxes and assessments are being
contemplated for Alameda Point, including
a Geological Hazard Abatement District
(GHAD) and a CFD to fund certain City
services. Generally the sum of these taxes,
plus the ad valorem tax, cannot exceed
two percent of the assessed value of the
property. Also, commercial uses typically
maintain a lower overall tax burden than
residentrial uses. This constraint will be
taken into account as the financing plan is
further refined and balanced against the
other needs of the project and the City.
As the City finalizes its other studies and
analyses, such as the Impact / Infrastructure
Fee Program and the Transportation
Demand Management Plan, and is closer to
implementing new development, the exact
amount of feasible assessment for each type
of assessment will need to be analyzed and
determined.
156
As the development plans become firmer
and the first tranche of development
becomes clearer the City will formulate
a financing strategy the combines the
needs and requirements of the overall plan
with the particular circumstances of each
development. The financing plan will
include a balance of the above items, and
will likely shift over time as the real estate
and financial markets shift.
The flexibility and market responsiveness
of the plan mean that the overall plan can
build on success over time. Completed
projects will reduce uncertainty for
subsequent projects, reducing uncertainty
and thereby increasing land value and
reducing financing costs attributable to
risk. Based on market conditions, some
types of development will commence
ahead of others. Although this trend has
been sometimes characterized as “cherry
picking”, in reality it is no different from
how development occurs in the normal
course of events. Absent a subsidy, either
a master developer or the City would have
to wait until individual development types
and parcels are financially feasible before
they could be developed. One concern,
however, is that early development might
occur on parcels that do not require
much infrastructure or other investment
to be developable. The financing plan
ensures that this will not happen – early
development will pay not only for its
immediate infrastructure but also its fair
share of larger backbone items that may not
need to be constructed for several years.
The Town Center is one of the phases of
the overall plan, and has been integrated
into the overall infrastructure planning.
The financing plan will ensure that the
Town Center pays its fair share of required
infrastructure. It is expected that some
aspects of the Town Center, such as the
initial retail development, may be difficult
to implement from a market perspective.
Because the financing plan is flexible, it will
allow for the City to subsidize certain uses,
through means such as reduced land sales
prices, without altering or affecting the
overall infrastructure plan or the fair share
allocation of the infrastructure burden.
PUBLIC SERVICES
The City’s economic consultant has
prepared an analysis of the cost of
providing municipal services to the project,
as well as revenues for the City expected to
be generated there. The analysis includes
services costs and the cost of maintaining
the infrastructure needed for the plan
(where the City is the party responsible
for providing maintenance). The fiscal
analysis includes the regular (weekly,
monthly, annual, etc.) maintenance costs,
such as chip seal of road surfaces, but not
the cost of replacement of infrastructure
that is being newly constructed as part of
the development of Alameda Point. The
City’s economic consultant has prepared
an estimate of the net fiscal impact of the
project (see Master Infrastructure Plan).
In additional to capital improvements,
the financing plan for Alameda Point
include fiscal mitigation measures, such
as a services assessment or special tax if
necessary, to ensure that the project does
not have a net negative fiscal impact on the
City. Not included in the analysis, however,
is the cost of replacement at the end of the
expected lifespan of the infrastructure. As
with any other infrastructure in the City,
most infrastructure replacement costs are
built into the rates and fees associated with
services, such as water, wastewater, and
electricity. This approach, in which the
users pay for the eventual replacement cost
of the facilities they are using, is appropriate
and financially sound.
157Alameda Point Town and Waterfront Precise Plan | CHAPTER 7 INFRASTRUCTURE
8
ADMINISTRATION AND ENFORCEMENT
158
The City of Alameda will
administer the provisions of
the Alameda Point Waterfront
Town Center Precise Plan
in accordance with the City
of Alameda’s General Plan,
including the Alameda Point
Community Plan, and state and
federal law.
APPLICABILITY
The Precise Plan implements the General Plan objective
and policies for the area, and the Precise Plan fulfills the
content requirements of a Specific Plan under Government
Code Section 65450-65457. The Plan serves as a regulatory
document for the development of the Plan Area and provides
guidance for the City, developers and builders for Plan
Area development. All private and public investment and
improvements in the Plan Area will be required to be consistent
with the regulations, standards and guidelines in this Plan.
ADMINISTRATION
The City of Alameda will administer the provisions of the
Alameda Point Waterfront Town Center Precise Plan in
accordance with the City of Alameda’s General Plan, including
the Alameda Point Community Plan, and state and federal law.
This Precise Plan’s chapters, procedures, regulations, standards
and specifications shall supersede the relevant provisions of the
Alameda Municipal Code (AMC) as they currently exist or may
be amended in the future. Topics not covered by the Precise
Plan are regulated by the AMC. Where the Precise Plan and the
AMC are inconsistent, the Precise Plan shall prevail.
Subsequent to the approval of this Precise Plan, applicants
shall submit applications and plans for a Development Plan for
each phase of the Project for consideration and approval by the
City subject to Section 30-4.13 (j) . Such Development Plans
require Planning Board action and shall be reviewed by the
Community Development Director to ensure that subsequent
phases are designed to substantially conform with the Precise
Plan and, as applicable, the AMC. The Development Plan
process shall provide for review of detailed site plans, building
and landscape treatments as well as compliance with the
Precise Plan and CEQA requirements. The Development Plan
submitted for approval shall include the final site layout, street
design, building design and landscaping. Each building site
or combination of sites shall be subject to Design Review. The
Design Review process provides for review of architectural
design and building facades, building materials, colors, etc.
The Development Plan and Design Review process may occur
concurrently.
159Alameda Point Town and Waterfront Precise Plan | CHAPTER 8 ADMINISTRATION AND ENFORCEMENT
CALIFORNIA ENVIRONMENTAL QUALITY ACT
(CEQA)
Subsequent discretionary project approvals
required by this Precise Plan will require
appropriate environmental review under
CEQA. Exemptions from CEQA may
be applicable to future development in
the Plan Area. For example, the Plan
Area is subject to Public Resources Code
section 21083.3 and CEQA guidelines
Section 65457, which provides an
additional exemption for certain projects
consistent with a Specific Plan for which
an environmental impact report has been
certified.
REGULATIONS
The regulations in this section are appli-
cable to all properties within the Alameda
Point Waterfront Town Center Plan Area.
In addition to these regulations, all new
construction, alterations, and land use
within the Waterfront Town Center plan
area must comply with the following permit
requirements.
Alameda Municipal Code:
Regulations in the AMC not covered by this
section remain applicable to the Plan Area.
When the content of this section conflicts
with the AMC, this section shall govern.
Development Plan Required for All New
Development:
Any proposal that includes construction of
new buildings or modifications to the loca-
tion of an existing building, landscape area,
parking area or other physical feature shall
include a Development Plan that meets the
requirements of AMC 30-4.13 (j) Planned
Developments.
Development Plans will be evaluated by
their ability to meet the goal of achieving
residential and commercial densities that
support convenient and frequent transit
service.
Design Review Required for Exterior Alter-
ation and New Buildings:
All improvements requiring building per-
mits shall be subject to the requirements of
AMC 30-36 Design Review Procedures and
AMC 30-37 Design Review Regulations.
All design review applications shall be re-
viewed for conformance with the submittal
requirements for a Development Plan as
required by AMC 4.13 (j), the regulations of
this Section and the applicable sections of
the Citywide Design Review Manual.
Biological Regulations and On-Site Lighting:
All new construction projects, alterations
to existing buildings and new uses shall
comply with the conditions set forth in the
Declaration of Restrictions for the Former
Naval Air Station (Declaration) consistent
with the Biological Opinion issued by the
U.S. Fish and Wildlife and Exhibit C (Ala-
meda Point Lighting Mitigation Measures)
of the Memorandum of Agreement be-
tween the City of Alameda and Department
of Veteran’s Affairs.
NAS Alameda Historic District Guidelines:
All new construction and modifications to
existing buildings within the NAS Alameda
Historic District should be consistent with
the Guide to Preserving the Character of
the Naval Air Station Alameda Historic
District, as amended, and AMC Section
13-21(Preservation of Historical and Cul-
tural Resources).
Public Trust Exchange Act and Agreement:
All use of land and existing buildings and
new construction shall be reviewed for con-
sistency with Naval Air Station Alameda
Public Trust Exchange Act, Chapter 734,
Statutes of 2000, as amended by Chapter
429, Statutes of 2011 and Naval Air Station
Alameda Exchange Agreement regarding
Public Trust Lands at Alameda Point.
Alameda Point Environmental Impact
Report Mitigation Monitoring Program:
All new development and uses shall be
reviewed for consistency with the 2014
Alameda Point Environmental Impact
Report adopted Mitigation Monitoring and
Reporting Program.
Alameda Point Master Infrastructure Plan:
All new development and uses shall be
reviewed for consistency with the approved
Alameda Point Master Infrastructure Plan.
Alameda Point Master Transportation De-
mand Management Plan:
All new development and uses shall be
reviewed for consistency with the approved
Alameda Point Transportation Demand
Management Plan.
Sustainable Design and Bay Friendly
Landscape:
All new building or renovation projects
within Alameda Point shall comply with
Section 13-19 (Green Building Require-
ments for City Building Projects, Capital
Improvement Projects, and Public-Private
Partnerships) of the AMC. Documentation
shall be submitted with applicable permits
160
that demonstrates how the development
proposal will acquire the required points to
achieve a minimum of LEED certification
or equivalent threshold of sustainability.
LEED certification is not required. All
new landscaping and renovation projects
within Alameda Point shall comply with
Section 30-58 (Water Conservation and Bay
Friendly Landscaping Requirements).
Subdivision Ordinance:
Except as set forth in this Precise Plan,
the provisions of the AMC Section 30-73
shall govern the processing and approval of
subdivision maps.
Land within the Plan Area may be subdi-
vided and developed pursuant to a tentative
map or vesting tentative map for any
purpose that is consistent with the Cali-
fornia Subdivision Map Act. As used in
this section, a “vesting tentative map” shall
mean a tentative map for subdivision that
shall have printed conspicuously on its face
the words “Vesting Tentative Map” at the
time it is filed in accordance with the Sub-
division Map Act. Maps will be processed
in accordance with applicable provisions
of the AMC and the Subdivision Map Act
at the time the subdivision application is
submitted, subject to the terms of any De-
velopment Agreement entered between the
applicant and the City.
Use Permits:
Any new use of land or existing buildings
shall be reviewed for consistency with Table
1: Permitted Use. Table 1 indicates the land
uses that are permitted “by right” (P), by
conditional use permit (C), or not permit-
ted (-), according to each Land Use catego-
ry designated on the Land Use Plan, above.
The location of these uses is described on
the Proposed Town Center Land Use Plan
on page 108. Conditional use permits may
be granted pursuant to the procedures and
standards of AMC-Sections 30-21.3 and
.4. Maximum off-street parking ratios are
noted.
If a proposed use is not listed in the Per-
mitted and Conditional Use Table it shall
not be permitted, unless the Community
Development Director or the Planning
Board determines that the proposed use
is substantially similar to a use specified
as a permitted or conditionally permitted.
Such determination shall not permit the
establishment of any use that would be
inconsistent with the statement of purpose
for the Waterfont Town Center in the Ala-
meda Point Zoning District and the Precise
Plan Framework presented in Chapter 1,
and no interpretation shall have the effect
of amending, abrogating, or waiving any
other standard or requirement established
in AP-WTC regulations. Accessory uses
customarily incidental to any of the above
permitted uses when on the same lot are
permitted. Accessory uses customarily
incidental to any of the above conditional
uses when located on the same lot are con-
ditionally permitted with the granting of a
Conditional Use Permit pursuant to AMC,
Sections 30-21.4 or .4.
Interim Uses:
Use permits may be issued for interim uses
that may not be permitted or conditionally
permitted as set out in Table B, provided
that Interim Use Permits provide opportu-
nities for short-term uses and activities for
a defined period of time, not to exceed five
(5) years that are not intended to be per-
manent uses but are transitional in nature,
generally allowing for emergency situations,
construction, and remediation activities, or
the cultivation and establishment of small,
low-overhead businesses and their eventual
relocation into permanent structures.
Multifamily Housing:
Proposals to construct multifamily housing
or adaptively reuse a non-residential build-
ing for multifamily housing shall be accom-
panied by an application for Density Bonus
and a waiver of the multifamily prohibition
in AMC 30-53.
Certificate of Approval:
The Historic Preservation Ordinance
requires a certificate of approval by the
City of Alameda’s Historic Advisory Board
(HAB) for modifications to contributors
and resources within the Historic District.
As part of the certificate of approval pro-
cess, project sponsors shall provide:
a. An analysis of the proposal’s conformity
with the Guide to Preserving the Character
of the Naval Air Station Alameda Historic
District as adopted and amended by the
City Council;
b.An analysis of the proposal’s conformi-
ty with general management and design
guidelines contained within the NAS
Alameda Cultural Landscape Report
(JRP, 2012), including application of the
Secretary of the Interior’s Standards for
the Treatment of Historic Properties with
Guidelines for the Treatment of Cultural
Landscapes. These include special treat-
ments organized by functional area for such
topics as spatial organization, topography,
vegetation, views and vistas, circulation, as
well as structures, furnishings and objects;
and
c.An analysis of impacts to the integrity
of the Historic District, as a whole, and an
analysis of alternatives to avoid potential
impacts on the District as a whole, on an
individual resource.
161Alameda Point Town and Waterfront Precise Plan | CHAPTER 8 ADMINISTRATION AND ENFORCEMENT
California Regional Water Quality Control
Board, San Francisco Bay Region (RWQCB)
•National Pollutant Discharge Elimination
System (NPDES) permit for storm water
discharge
•Approval and oversight of remediation of
soil or groundwater contamination
•Clean Water Act Section 401 Certification,
if needed
California Department of Toxic Substances
Control (DTSC)
•Approval and oversight of hazardous ma-
terials remediation
Bay Area Quality Management District
(BAAQMD)
•Permitting of asbestos abatement activities
•Authority to construct
•Permit to operate
US Army Corps of Engineers
•Clean Water Act Section 404 Authoriza-
tion, if needed
US Environmental Protection Agency
•Approval and oversight of remediation
of National Priority List (NPL) hazardous
substances sites.
Matters of Determination
Every effort has been made to provide
policies and regulations that are clear;
Additional Permits Required:
Depending on the scope and location of the
proposed development, one or more of the
following permits and approvals may be
required for future investments in the Plan
Area.
City of Alameda
•Improvement Plans and Subdivision Maps,
and Agreements
•Excavation Permits, including Marsh
Crust Excavation Permits
•Demolition, Grading and Building Permits
•Electricity Agreements (Alameda Munici-
pal Power)
•Approval of improvement to facilities for
distribution of electricity and connection
permits (and possibly cable connection)
•Project Financing Districts or other fund-
ing mechanism
•Alameda Point Development Impact/In-
frastructure Fee Program
San Francisco Bay Conservation and Devel-
opment Commission (BCDC)
•Approval of any development located
within 100 feet of the shoreline
East Bay Municipal Utility District (EB-
MUD)
•Approval of water line extensions, water
hookups and review of water needs
•Approval for sewer treatment capacity
however, interpretations will be necessary
when specific and unusual circumstances
arise. Conformance Determinations may
be requested by an applicant and subject to
approval by the City’s Community Devel-
opment Director, Planning Board or City
Council, as described below.
If any situation arises in the implementa-
tion of the Precise Plan that is not ad-
dressed by specific site development regula-
tions, or, if an issue, condition, or situation
arises that is not clearly addressed in the
Precise Plan, the Community Development
Director shall provide an interpretation
based on such City goals, policies, plans,
ordinances and requirements as are most
closely related to the subject matter of the
issue or situation to be interpreted.
The approved Precise Plan is intended to
be interpreted and applied in favor of the
purposes and intent of this Precise Plan.
If the City nevertheless determines that a
conflict exists between the Precise Plan and
the AMC, the provisions of the Precise Plan
shall take precedence. Administrative inter-
pretations may be appealed by the applicant
to the Planning Board.
Amendments to the Precise Plan and
Conformance Determinations:
This Precise Plan is being adopted by the
City of Alameda. This Precise Plan shall
be amended in accordance with the AMC.
Conformance Determinations are not
amendments.
Hearing Notice:
Any public hearing required by this Chap-
ter shall be noticed in the manner provided
in the City’s Zoning Ordinance.
SEVERABILITY
If any provision of this Precise Plan is found
to be unconstitutional or otherwise invalid
by any court of competent jurisdiction,
such invalidity shall not affect the remain-
ing provisions of this Precise Plan which
can be implemented without the invalid
provision, and, to this end, the provisions
of this Precise Plan are declared to be
severable.
PRECISE PLAN COMPLIANCE AND
ENFORCEMENT
No building permit, grading permit, land
use discretionary permit, or other permit
for a land use subject to the provisions of
the Precise Plan may be approved if it is
found to be inconsistent with the Pre-
cise Plan. The regulatory elements of the
Precise Plan are enforceable pursuant to the
enforcement requirements of the AMC.
162
163Alameda Point Town and Waterfront Precise Plan | CHAPTER 8 ADMINISTRATION AND ENFORCEMENT
A
APPENDIX
164
LIST OF REFERENCE DOCUMENTS
Key Summary Documents
• Community Reuse Plan - 1996
• Community Reuse Plan Amendments
• Preliminary Development Concept for Alameda Point -
2006
• Station Area Planning Study for Alameda Point - 2008
• Alameda Point Transportation Strategy – 2009
• Community Planning Workbook and Summary Report
Workbook 2010
• Alameda Point Economic Development Strategy – 2012
• Alameda Point Conceptual Planning Guide - 2013
Planning Documents
• Alameda Point General Plan Amendment - 2003
• City of Alameda Citywide Design Review Manual, 2013
• Station Area Planning Study - 2008
• Park Improvement Assessment - 2012
• Alameda Point Zoning Ordinance – 2013
• Alameda Point Project Environmental Impact Report –
2013
• Conditions for Development on NAS Alameda
Community Reuse Plan Area Based on Final Biological
Opinion (Paraphrased for Clarification), with Additional
Lighting Restrictions.
Historic Preservation
• MOU between Navy, ACHP, & SHPO -1999
• Navy’s Draft National Register Nomination - NAS
Alameda
• Specific Building Survey & Evaluation Report for NAS
Alameda Historic District - 2011
• Page & Turnbull Historic Assessment & Historic
Preservation
• Sally Woodbridge Historic Architectural Resources
• Historical Advisory Board Staff Report and Attachments
regarding historic resources at Alameda Point - January
2013
Transportation
• Transportation Strategy - 2005
• Transportation Strategy – 2009
State Lands Regulations
• Map of Post State Lands Exchange Area
• Map of Pre State Lands Exchange Area
• State Lands Agreement for NAS Alameda
• Exchange Act of 2000 for NAS Alameda
Navy Transfer
• Map of Conveyance Phases
• Lease in Furtherance of Conveyance (LIFOC) - 2000
• LIFOC Amendment 1 - 2000
• LIFOC Amendment 2 - 2009
• Economic Development Conveyance Memorandum of
Agreement (EDC MOA)
Infrastructure
• Map of Historic Fill
• Map of Thickness of Potentially Liquefiable Sand Layer
• Infrastructure Cost Presentation from May 2011
• Preliminary Geotechnical Report
• Master Infrastructure Plan - 2013
REFERENCES
Many reference documents related to
the redevelopment of Alameda Point
can be found online at:
http://alamedaca.gov/alameda-point
165Alameda Point Town and Waterfront Precise Plan | APPENDIX
PROJECT TEAM CITY OF ALAMEDA
JENNIFER OTT
CHIEF OPERATING OFFICER - ALAMEDA POINT
ANDREW THOMAS, AICP
CITY PLANNER
ERIC FONSTEIN
DEVELOPMENT MANAGER
SKIDMORE, OWINGS & MERRILL LLP
ELLEN LOU, FAIA, AICP, LEED AP BD+C
DIRECTOR, URBAN DESIGN AND PLANNING
KEITH ORLESKY, AICP
WEST COAST PRACTICE LEADER OF URBAN PLANNING
ANDREA WONG, AICP
ASSOCIATE DIRECTOR, PROJECT MANAGER
ALLISON ALBERICCI, AIA, AICP, LEED AP BD+C
SENIOR URBAN DESIGNER
CLARA LEE, LEED GA
URBAN DESIGNER
SONIA BALLESTEROS
SENIOR GRAPHIC DESIGNER
CMG LANDSCAPE ARCHITECTURE
KEVIN CONGER, PLA
PRINCIPAL
HALEY WATERSON
LANDSCAPE ARCHITECT
KWAN HENMI
DENIS HENMI, FAIA
PRESIDENT
MONA TAMARI, AIA, LEED AP
ARCHITECT
TOWN MAKERS
THOMAS WEIGEL
PRINCIPAL
CARLSON, BARBEE & GIBSON, INC.
UTILITIES AND SERVICE SYSTEMS
ANGELO OBERTELLO, PE
PRINCIPAL
KYLE JOHANNSEN, PE
PROJECT ENGINEER
RUSSELL RESOURCES, INC.
HAZARDS AND HAZARDOUS MATERIALS
PETER RUSSELL, PHD, PE
PRINCIPAL
KIMLEY-HORN AND ASSOCIATES
TRANSPORTATION
JAMES DAISA, PE
SENIOR PROJECT MANAGER
THE PROJECT TEAM ALSO WISHES TO ACKNOWLEDGE THE
EFFORTS AND CONTRIBUTIONS OF THE CITY OF ALAMEDA
PLANNING BOARD TOWN CENTER SUB-COMMITTEE:
BOARD PRESIDENT DAVID BURTON, AIA
BOARD MEMBER DANIA ALVAREZ-MORRONI
BOARD MEMBER JOHN KNOX-WHITE
166
167Alameda Point Town and Waterfront Precise Plan | APPENDIX
Addendum to Alameda Point Town Center and Waterfront Plan (June 2014)
Revisions to the June 2014 draft of the Town Center Plan recommended and approved
by the City Council on July 1, 2014:
Page 8 and throughout document: Make sure that all open space drawings show
the West Waterfront (De-Pave Park) consistent with the open space diagram on
page 97.
Page 9 and throughout document: Change sub-area called “Town Center Core”
to “Transit Village Center.”
Page 39: Replace two of the photos of Building 77 with photos of Buildings 39
and 40.
Pages 68-81: Add a vertical section line to each street plan so that the reader
understands how the street plan relates to the street section.
Page 70-71: Revise Appezzato Parkway street sections to keep the transit lane
on the same side of the street as the travel lane, and adds passenger islands
between the transit lane and the vehicle lane for passenger loading and
unloading. The revised sections also move the buses into a mixed flow
configuration for the final blocks between Orion and the water to create a more
pedestrian, retail oriented environment.
Page 83: Delete legend in Open Space Network diagram and make all park
spaces the same color green.
Page 97: Add a sentence that states that, “The buildings within the West
Waterfront (De-Pave Park) area may remain and be used for interim leasing until
such time asthe park is fully funded.”
Page 112: Add a sentence at the end of the first column that states that shared
parking agreements among the City, property owners and businesses are
encouraged.
Page 145: In the second column, delete the first sentence of the second
paragraph.
Page 156: In the fourth column, at the end of the first sentence, add a phrase
and sentence that states: “. . . government, including possible funds associated
with wetlands mitigation banks, a potential national wildlife refuge, and other
creative funding sources for open space and wetlands. These sources of funds
may be identified and obtained in concert with local members of the community.”