Good eveningig.

Good evening.

Good evening.

Good morning!

Good morning.

Good morning!

Good morning!

level news,

But it's pretty, it's really

really not that personal

about the area this morning.

From when they were anywhere

from When we arrived in the

area to the site,

from the site,

from the site,

they were anywhere in the

area to the site,

from the site,

they were meeting.

From when we arrived before

them, we're meeting.

vision, mission, mission,

who endure because of the bravery, resiliency,

and determination of their ancestors,

tribal members, and leaders.

Will you please take a moment to silence your electronic devices?

Thank you.

Antonio, will you read the customer reading?

Yes, thank you.

The Elkora Planning Commission welcomes, appreciates,

and encourages participation in the meetings in these meetings.

The Commission reserves the right to reasonably limit the total time

for public comment on any particularly noticed agenda item,

as it may be deemed necessary.

If you wish to address the Commission during this meeting,

please complete the speaker card and give it to the clerk, me over here,

prior to the consideration of the agenda item.

Clerk, will you please call the roll.

Yes, Commissioner Sinha.

Present.

Commissioner Poul.

Commissioner Sinha.

Present.

Vice Chair Ocon.

Present.

I will lead us in the Pledge of Allegiance.

And the part.

I pledge allegiance to the flag of the United States of America

and to the Republic for which it stands,

one nation under God indivisible with liberty and justice

for all.

We'll now observe a moment of silence.

Thank you.

Do I have a motion to approve the agenda?

I have a motion to approve the move to approve the agenda as presented.

Second.

Second.

Second.

Moved in.

Second.

All in favor.

No.

Motion passes.

We'll now open the public comment.

Members of the audience may comment on any item not on the agenda that is of interest to the public

and within the jurisdiction of the Planning Commission.

I will now close the public comment.

Moving to consent calendar.

Do I have a motion to approve the consent calendar item?

The regular meeting minutes of March 20th, 2025.

Sir, I move to approve the minutes for March 2020.

I will move to the next item.

I will move to the next item.

I will move to the next item.

I will move to the next item.

I will move to the next item.

I will move to the next item.

Again, I am standing on the agenda to approve the intent brief.

I would like to move in some minutes for March 2020, 2025.

So moved, do I have a second.

Second.

Moved in, second.

All in favor.

Hi.

Hi.

Any opposed?

No abstentions.

Thank you.

to the staff.

Thank you.

Spass.

Special permit area.

Staff report from your Sarah

Kirch.

Yes,

Good evening, planning commissioners.

Sarah Kirch.

Yes,

planning.

The project before you

tonight is to establish the

planning area.

Resoned several properties

into the LEA SPA and

the municipal code,

Title 23 zoning,

to add the LEA SPA as a special

purpose zoning district.

The City Council adopted the

livable employment area,

community plan in 2023.

The community plan established a

vision, goal and policies for

future development of the area.

The community plan included a new

transect land use designations,

which will be discussed more detail

later in this presentation.

And the 2023 amendments included

updating the general plan land use

diagram, updating the south and

west study areas,

modifying the southeast policy area,

and a new LEA community plan was adopted.

Here is the LEA community plan

that was adopted as part of the

general plan.

The livable employment area and

compasses approximately

a thousand acres.

It applies to both development in

the city as well as areas south of

the city within the study areas.

The land plan is organized around

transect districts, which are all

mixed use districts that allow

varying levels of residential

retail and office development.

This exhibit shows a comparison

of the existing

elk Grove development typologies,

generally rural and suburban

development, and the proposed LEA

typologies include a higher

density of development,

suburban as well as urban zones,

and the minimum densities within

the LEA started 10

dwell units per acre going up to as

many as a hundred dwell units per acre.

So what is the LEA special planning

area? The development regulations

are provided through the special

planning area.

It's a tool that allows the city

to establish unique and

imaginative planning standards and

regulations that otherwise could not be

provided through the application of the city's

standard zoning districts.

The LEA would be added to the list of

special planning areas in the zoning

code, and several properties are

proposed to be re-zoned into the

SPA. It's part of its adoption.

This would streamline the process of

future development in the area on those

parcels, and additional parcels

would be re-zoned to SPA

as development occurs in those areas

in the future.

So chapter one states that the LEA

SPA would apply to all

land uses subdivisions and

development within the LEA SPA.

Chapter one also includes

information on nonconforming

land uses and applicability of

the regulations in the case of

conflict between the municipal

code, development agreement,

specific plan, or private

agreement.

Chapter two establishes the

regulating plan, and the trans

exones applied to property within the

SPA and adopts the zoning map.

Primary trans

elements include building types,

frontage types, and street types.

The regulating zones include

the general neighborhood residential,

neighborhood center in the

city center, neighborhood center

center in the 19th

district area.

The area is just the

neighborhood center.

The neighborhood center low T3

and neighborhood center medium T4

and neighborhood center high T5

it also includes business and

professional office, resource

management, conservation, and

parks and openspace.

Here is that LEA SPA

future as development of those areas occurs. Chapter 3 identify as the permitted

land uses and conditionally permitted uses allowed within the SBA within a

permitted use table and these use listings are based upon the allowed use

descriptions within Title 23 zoning. So the use classification that's used

within the zoning code right now those uses are also included here in the SBA.

Chapter 4 provides the basic standards for site layout and building form for

development within each transect zone. In the transect zone standards include

the following urban form which is density and lot coverage permitted

building types. These include detached building multi-unit dwelling urban

block rows walk building placements that's the building setbacks as well as

the encroachment of buildings and to setback areas as well as parking

placement. So here's an example of what the standards look like within this

chapter. So T3R as I mentioned the lowest density range goes from 10 to 20

drawings per acre with a floor air ratio of one and a maximum stories of

three going up all the way to the right the highest density T5 has a

density range of 40 to 100 dwelling units per acre with the floor air ratio

maximum of seven and a maximum of seven stories. So chapter 5 provides the

standards for those building types. So the building types are listed here and

this is what is shown in the SBA showing the different building types and what

transects or zoning districts that they are permitted in. So chapter 5

includes the various building types and then within each of the types it

includes an intent intent statement, lot size requirements, building

masking requirements, access, parking, outdoor spaces, etc. Frenchage

requirements, additional standards for each building type. And here's an

example of one of the building types the flex loft. So for example the intent

statement of that says that it would be an integrated residence and workspace

occupied by a single unit. Often two or more units shall be arranged by side

along the primary street or structurally modified to accommodate joint

residential and work occupancy. So it gives a description of the the building type

and then standards for building, masking for this example has a minimum ground floor

height as well as 10 units maximum per facet string. 10% of the lot is required

to be outdoor space. It lists the specific frontage types that are allowed in

that building type. In this example that would be a stoop shop front commercial

terrace or industrial shop. And then it also has standards such as on the ground

floor of this of this building type it does need to have a retail service

restaurant office and or cottage industry required. So this chapter includes all

the building types and has these types of standards for each building type.

Chapter six is the includes the frontage type standards and it provides

prototypical frontage types that are permitted within the SPA and includes

standards and regulations related to the interaction between the building and

the street and the sidewalk. This includes standards for entries,

dimensions, paving and landscaping furnishings as well as additional

direction and shaping the appropriate building and street relationship.

Chapter seven includes standards for new public and private streets and

intersections. The street sections within this chapter delineate the overall

roadway dimensions, the travel lanes, the median pedestrian zones, parkway

furnishings, zone, setback areas and bicycle facilities for each of the street types.

The included street sections are in arterial street with transit,

stranded arterial street, commercial street with cycle track,

standard commercial street, standard residential street as well as a standard alley.

Chapter eight includes the requirements for parking and loading to ensure that

they're suitable off street parking and loading facilities and that they are properly designed,

attractive and located to be unattrusive while meeting the needs of this specific building type.

These include standards for general parking requirements, the number of stalls required,

the number of bicycle parking stalls required, standards for vehicle charging stations,

parking design and development standards as well as driveway access and parking of other passenger

vehicles such as recreational vehicles and buses, etc. Chapter nine provides for general standards

for all development within the SBA and this includes large lot and phase development which would

provide for the phasing of development within the LEA over time and ensuring that the resulting

primary streets are pedestrian friendly and lined with building friends while still accommodating

surface parking lots that are typical for other large format uses.

Other standards include landscaping, outdoor lighting and building articulation and

massing within Chapter nine. Chapter 10 includes provisions related to

establishment of outdoor seating areas as well as encouraging the appropriate use of sidewalks

for commercial and other private and semi-public purposes and Chapter 11 establish regulations

for signage within the LEA as well as maintenance of those signs.

So this is the proposed as I should showed this before, this is the proposed

rezone exhibit. These parcels would be re-zoned to SPA at this time. So the limitation of

rezone is limited to these areas shown in this exhibit and as identified as parcel numbers in your

resolution. Additionally, there's a tax amendment to Elk Grove Municipal Code Section 23.40.020B,

the Special Planning Area District to add the livable employment area,

special planning area to that list. No further environmental review is required under State

Stequid Guidelines sections 15183 and 15162, the general plan EIR that was adopted in 2019 as well as

the final subsequent EIR that was adopted with the establishment and adoption of the community plan.

Covered the environmental review for this SPA. Staff recommends that the Planning Commission

adopt a resolution recommending that the City Council find that no further environmental

review is required and establish the livable employment area, special planning area,

rezone of the properties identified and amend the municipal code Title 23 to add it as a special

purpose zoning district. This concludes my presentation. I'm available for any questions.

Do we have any questions for staff?

I have questions kind of sprinkled throughout so I don't know if you wanted to,

I can do it later or I can do it now or after or if there's a point of information for staff.

We can go ahead. I will say thank you for the example of the Rosewalk. When you mentioned that

I was curious and you showed the example in a later slide that looks like a very lovely area to

walk and enjoy. Go ahead, Commissioner Bull. Just a couple of questions for my own clarification.

On chapter 3 page 11. I may go back because I have the document. Oh,

yeah, over here. You're supposed to know all this.

So just a couple of the the man used descriptions.

Organizational houses. What is that?

Organizational house. That would be like a fraternity house or something of that nature.

Thank you. And then on that same page, if I'm reading this correctly, the area that talks about

single room occupancy, it's all blanked out so that means no one can run out of room from their

home. No, a single room occupancy unit is different. I can give you the definition. Hang on.

These are all terms that are defined in the citywide zoning codes. We just reply upon them for

consistency. So a single room occupancy facility or SRO means a multi unit housing for very

low income persons that typically consists of a single room and shared bath and may also include

a shared comic kitchen and common activity area. SROs could be restricted to seniors or be

available to persons of all ages. Subsidized versions could be supervised by government housing

agency. You typically see these in downtown Sacramento. Okay, so under this, then it's not permitted

for any of these transsex zones. I believe that's the correct. Okay.

Then hopping over to, let's see what chapter is this chapter five, page 30.

On the parking and service when they're talking about on number five under E5,

where Allie is not present, Garages, Shela accommodate no more than two cars, and Shela

have separate one-car doors. I was curious about why that was versus one door where two cars could

go in. I know there's must be some logic to that. I'm just curious.

Sarah, I thought we'd talk about this. You were doing everything, right?

So we had a whole debate in the office where I'm not allowed to actually praise her for doing

a great job on getting us across the finish line. So anyway, no, so the intent here is

one of the things we've been trying to do with this plan area is create more

the livable employment concept. This is a more livable community. It's more pedestrian-oriented,

bicycle-friendly, all that sort of alternative transportation. As great and wonderful as our

traditional neighborhoods are, you can walk down any street in Elk Grove and you see a traditional

two-car wide garage or the third-car garage or even a four-car garage, right? And that

massing of the garage on the front facade is fairly intensive across the whole frontage of

the building. In this area, because of the nature of the more livable, the more pedestrian-oriented,

the more community nature to it by virtue of how we've designed this, having those large garage

doors, two-car or the three-car garage door, the two-plus-one garage door, that is a different

character. It changes fundamentally the character of that neighborhood, of that community to a perfectly

fine suburban typology. That's not the objective here. And so by having this, what we say is,

look, you could have a tandem garage, but that garage can only be one car garage door wide.

If you want to have two stalls next door to each other, as opposed to tandem, we want that garage

space split so that it's two separate doors. Because that allows you to do certain things with

the trimming and the articulation of the building, you can now set one garage door forward or back

of the other. You know, it's detailing around the building that then changes the appearance

and the character of that environment. Ideally, we don't want to really be seeing garage

fronts. If you want to do the two-car wide garage, we really promote the alley as the better way

to do that. In which case, this provision says, hey, because you're an alley, you would be allowed

to do that. Only in the case where we are not an alley, instead of front loaded condition, or

what we call a front loaded garage, meaning that it loads from the front of the lot instead of

the back, then we want to have that visual, more of the separation occur, more articulation of the

building. So the interior of the garage that's set up like that, would it have like a wall separating

the two or what would that look like? No, interior of the garage, it would not necessarily.

And so you can think about it, and we can find just some photo examples, I can hunt through and

find. But typically you would have the two single-car garage doors. They're going to be physically

offset from each other, maybe one's a couple feet behind, but it allows you to do different

articulation of the building. The preferable approach is to only have the one-car wide,

leading much more of the building frontage being for the livable area of the space, and instead,

you go to a tandem garage. And so in that case, your proportionality of the garage doors is different,

you end up with really, instead of being 22 feet wide for the garage door, in this case, you go to,

maybe you're maybe what, nine feet wide or so for that single car, and then that leaves the balance

of the frontage of the building for the livable space. Okay, it's trying to visualize that,

it just seems like it kind of confines your ability to just kind of have some flexibility in which

it's a space there. Yeah, again, the feedback we've gotten from the development community is,

still want the option, it's going to be cases where a front-load condition is going to make more

sense, because of whatever is laying out in terms of the subdivision design. There could be any

number of factors from just the way the subdivision lays out, and that's fine, we can appreciate that.

And so giving some flexibility to be able to do it is fine, but we don't want to get in a circumstance

where we've loosened the range so much, then now we just have our traditional building pallets.

Again, nothing wrong with that, it's fine in those parts of town where we've designed and set up

for that, we've accepted that up front. In this area, because of the nature of what we're trying to

accomplish, you know, look at the street sections, a good example, all those street sections that

aren't the narrowest style have separated bicycle facilities. We've got transit facilities identified,

we've called out areas that allow you wide sidewalks, you know, you get into outside,

in those main commercial areas, those sidewalks are 8, 10, 12 feet wide, it's meant to promote that

pedestrian activity. Okay, that's the answer. This has a couple more, if I can be indulgent.

I was just going to offer there's a great example directly across the street at my San Francisco

apartment where there's a single garage door and it opens up and then inside there are three parking

spaces. So the idea is to minimize the garage space along the front of the building and then where

the second and third garage door would be is where the stairs up are. So it aligns with the T5

type residential. So there is adequate parking with a single garage door at the front.

Or the car pulls in and there are three spots and then there's room for one more in directly

behind the door. I'll send you a picture. Okay, yeah, continue with your questions.

And these questions are of staff so we're not going to open the public comment yet. So go ahead and

continue with the questions. Okay, on chapter 7, the discussion about cul-de-sac's.

So if I'm understanding correctly unless there's some physical barrier like a mountain or

railroad or something like that then you wouldn't be approving cul-de-sac's per se.

Right, so again this was one of the feedback pieces we got from the development community as we've

been working through this. And the again this goes back to the one of the underlying principles here

is the on that pedestrian connectivity, bicycle connectivity, not everything is built solely around

the automobile to get from point A to point B. Part of the success of that is giving a substantial

amount of route choice for users for how they make that journey. Doing so means having as much

as possible a grid network of streets. So the documentation talks about and we talk about this more

I think in the policy document than necessarily here that we have intersection density of say

150 intersections per square mile when we get to build out. Similarly if we start getting into

a lot of cul-de-sac design against similar to our traditional suburban neighborhoods that that

reduces a lot of that mobility in route choice and doesn't further those abilities. And so we've

tried to build this in with really pushing more to that grid network but the issue here is

occasionally you're going to have circumstances where you run into maybe a drainage facility like

a detention basin. You run into a circumstance where just the nature of the lotting or some condition

whereby and the detention basin really is the most relevant example given the nature of this area.

A school could be another one we bump into a an elementary school as an example.

It's going to work from a lotting perspective to have a cul-de-sac there and it gets the yield and

the density that we're looking for but you just you can't quite make the street go all the way through.

There's just some nature to it and so this language gives us the ability to say there needs to be

some sort of physical barrier and so that example that's there talks a lot about the utility side.

Might rail corridors and other example but those utility public utility pieces could also be drainage

facilities as well. So I think that we are giving some examples there we will see this more as

we get into the subdivision designs and start to work through those but to sort of how we approach

this and implement it on the ground. It just seems to me that I understand that for transportation

purposes having that but my experience has been is that cul-de-sac tend to encourage more of the

pedestrian walking around people feel safer walking on their evening walk just kind of going through

the cul-de-sac or whatever versus the thoroughfare. So again in the nature of the streets of what we're

talking about here and so traditionally the streets that we've laid out here and that are later in

this in this section with the street typologies if you jump down to page, I went too far. Page 75,

figure 75 so this is the standard residential street here you have the two lanes,

left foot travel lanes fairly standard. We've got the on-street parking on either side and then you

let these eight foot sidewalks that are there. You sort of need to think about this more like a

midtown experience if you were to go not necessarily like a J-street but come I go by like

wind park as an example where you have these blocks very residential in nature occasionally you're

going to have somebody's got a ground floor office an attorney's office or maybe there's a hair

slotted corner or a little quick market those places can still exist in this zoning it's set up

to do that but it's primarily more of a residential neighborhood that grid network provides that

connectivity. No we are not going to see the cul-de-sac with the kid with the basketball hoop out

there constantly that's not this type of neighborhood the kid playing the basketball is going to go

to the park location that's where that's going to happen you could have maybe in the alley if you

have an alley loaded product that'd be another place for that example to occur there's different

layers of that transportation network happening to give some of that but it's thinking about it in

the mindset of like the suburban typology of the cul-de-sac and okay that's this quiet street you're

only going to be an absolutely local traffic occurring there's no that cut through that's not the

case here that's not the nature of this development. Okay just have one more I promise

on page 85 8.10 parking and other passenger on item B it says no parking within street setbacks none

of the vehicles identified in subsection A may be parked permanently within the required primary

in the section C they talk about not loading not to exceed 24 hours so I'm just wondering what's

the definition of permanent if it's like our our code where you can't park more than 72 hours or

if there's some other definition for permanent. Yeah so item C is talking about 24 hours within a

seven-day period so it's a cumulative total of 24 hours traditionally you're going to see you know

we could have a loading space a good example is you've got FedEx with you know like a assist

go delivering food to arrest you know yeah so the ability for we want to allow for those sort of

parking instances or or loading unloading conditions to occur but within that's and have that

happen within the setback area for there's a reason because the nature of the business the operation

to do that or we're not looking for a traditional customer parking employee parking to incur in that

area and so we're giving some flexibility here that there could be in some of these zones the

ability for that loading condition to occur but we're asking for that we're giving flexibility

what the time constraints are to think about it over the course of a week because there could be

instances where again depending on the location within these neighborhoods or when within the

development area if you're in say a T4 T5 zone that's a lot denser there may be more loading activity

that's unloading activity that's occurring it's a 4 to 6 a.m. over a longer duration as opposed to

during the day we want to give them more flexibility to be able to do that whereas if you're doing it

during the day we want to be very narrow because the nature of the of the activity is such that

it's not conducive to good commercial habits to have all that loading and unloading happen.

So thank you very much for that thorough. Sorry my question I think was more pointed to be

the wording of permanently there and I referenced the 24 hours in C only as you know kind of a

number that was out there but so when it says part permanently within the required is that right so

so looking up at the list in A so the examples here you have a lot of sort of catering trucks and

those sort of things like right we would you know there's certainly an opportunity where a

a food truck of some sort or doing some sort of sidewalk based activity would make sense that

having a short duration to that activity occurring it's still alive for pedestrian mobility along

the sidewalk it's not income bring utilities could make some sense and so we want to give some

flexibility to that the dynamic nature of the neighborhood but we are not looking for this to be

that somebody has permanently meaning for more than 24 hours left there. That's what I was getting.

Yeah so we've tried again to give some flexibility to this because something we've found with

with mobile food vendors around town are existing regulations talk about you can't be parked more

than three hours it's going to be a more I think we want to have a little more flexibility with

this and why we've not coded it explicitly to a set hour state because there could be instances where

a having a vehicle parked there for the entire day makes sense and that three hour rule just doesn't

hold water given the nature of the development. So in B where it says permanently you're talking 24

hours. I'm talking that you know that you have you've taken that vehicle and you've put it on

blocks and it's not moving in any way shape or form again we've got a lot of flexibility the way

this is worded we're going to learn some things as we go through this as we see development happening

and maybe we come back in 10 years and say hey we do want to better define what this is.

Yeah it's probably sounds pretty definite and yeah yeah if you yeah I think we're thinking about

food trucks the other interesting thing is because of the nature of the type of vehicle they actually

are required by state law to go home to a commissary where they get cleaned out and serviced

at the end of their shift and so that will add a layer to this if that vehicle if the commissary is

not where it's physically located it is at some other domicile then it's going to have to move and go

to do that at the end of its shift anyway so they could conceivably be moving every day anyway.

They could be moving every day yeah I think at that point to the more permanent nature of it if you

have say I'll use Portland or Bend as an example where there are these permanent locations where

five or six food trucks are just constantly there in an old parking lot great concept I think

they would fit well in this sort of environment get Portland being a great example

those are should not be within the setback areas because we want to maintain the permeability

for the pedestrian movement and so those are going to be behind the setback lines at that case.

Okay thank you. I'm done. Any additional questions of staff?

All right I will now declare a public hearing open do we have anyone

signed to speak? We have no public speaker signed up for the sign up. I will close the public

comment as there's no one scheduled or signed up to speak and we will move to commission deliberation

and or action. I just like to compliment the staff for an excellent report it was really well done

and reading through these objective standards I learned a lot which is always a good thing

so based on that I think given the concept when we discussed the LAA a couple of years ago

I mean this is what is needed in the 21st century so I support the SPM and the presentation or

the documentation has laid out. Yeah great.

I just to appreciate all the extra discussion just to kind of clarify my questions

but again it was very well done so I appreciate that. Thank you for the attention to the

permanent parking detail that's important. Do I have a motion?

Okay then I will move. Sure I moved to adapt adopt a resolution recommending that the City Council

find that no further environmental review is required under state sequel guidelines sections 15162

and 15183 and establish the livable employment area special planning area

LAA SPA. Rezone several properties into LAA SPA and amend EGMC title 23, chapter 23.40 to add

the LAA SPA as a special purpose zoning district. I have a second. Second. I have a motion and a

second. All in favor? Aye. Any opposed? Hearing none. Passes 50.

There are no regular agenda items for item 6 moving on to the directors report Mr. Christopher Jordan.

All right thank you chair and again thank you to Sarah for doing an excellent job getting this

across the finish line. I just need to say something at council now to upset you anyway in terms

of items from informational matters and other things on their days this evening with the directors

report reminder that April 28th is the commission and committee volunteer reception please to join

us for that and then we have a in terms of recent action council to approve a public convenience

necessity for the grabbing a convenience store this is a new gas station that is on east

octane just south of Elk Grove Boulevard behind the new Starbucks location so they will be

entering operation soon upcoming matters I think they have packets for the 17th. Susan was trying

to finish them everything got organized tomorrow they'll be ready tomorrow my apologies for not

having for it tonight but the re items that'll be on your agenda the next gen alpha uplift

air uplifting use spurtway apartments and the annual review of the capital improvement program

and then we are team up a number of items for you for may including grant line construction

production recycling facility use permit amendments a new cell tower facility for Verizon as well

as a massive package of municipal code amendments that Sarah has the fortunate effort of being able

to work on Chelsea is trying to get the last bit of review down right now and having fun I'm sure

with that zoning administrator we do have a hearing item on for the seventh for the luna creek drive

garage minor design review and a couple of other items that are team up I believe hopefully for

April 28th for two other items and then next week's council meeting council be considering

another public convenience necessity for alcohol service this for the consumers legacy foundation

down at the golf course I believe that's everything we had this evening happy to answer any questions

address other items if you have them all right thank you mr. Jordan are there any planning

commission matters colleagues would like to bring up or discuss all right hearing none I will call

the planning commission meeting of April the third 2025 or I will adjourn rather the planning

commission meeting of April 3rd 2025 at 6.38 pm thank you very much