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EIR No. 2014 -01, GPA No. 2014 -02, ZOA No. 2014 -01 & AA No. 2014 -01 October 7, 2014 Page 2 Based on this input, the plan is recommended to be revised as follows (Exhibit A): Revise the description of the goals of development in the Transit Node district to place a greater emphasis on non - residential development, including commercial, entertainment and hotels. Intensify development potential in the Transit Node districts. The Transit Node districts each contain a Bus Rapid Transit (BRT) stop. Using these BRT stops as identifiers, the three areas designated as Transit Node zones are recommended to be further classified as North or South. The recommendations as proposed would not result in any new significant impacts (Exhibit B). The uses and development standards for the North Transit Node, at Harbor Boulevard and Westminster Avenue, are recommended to be revised as follows • Raise the minimum number of building stories from three to four and increase the maximum allowed stories from six to 10. • Remove three -story building types, such as townhouses, as permitted types to eliminate stand -alone residential development. • Remove frontage types, such as stoops and porches, as permitted types to ensure a commercial character at the ground level. • Require that all ground floor uses be non - residential. Where residential is proposed, it must be part of a mixed -use project. o Staff does not recommend making revisions to uses and development standards in the two remaining South Transit Nodes. Many of the parcels in these two areas are too small to meet the development standards and lot sizes required by the more intense standards recommended for the North Transit Node. Restricting development to the standards contained in the North Transit Node would effectively remove the ability to develop these properties, potentially creating a taking of the property without compensation. In addition, the surrounding uses in these areas are predominantly small -scale residential which is less compatible with 10 -story development. Finally, these properties are not located adjacent to the fixed - guideway stop that will be constructed at the North Transit Node and, as such, have more limited potential for the same level of intense development. The plan currently contains several design scenarios that address the need to make Harbor Boulevard a more livable, walkable and bikable street, as well as one that will result in reduction of speeds over time. In the near term, based on the existing right -of -way, a re- striped Harbor Boulevard can accommodate three lanes of vehicular traffic with narrowed lane widths and a buffered bike lane for much of the street's length. In areas where the right -of -way is constrained, lane widths can still be narrowed and a painted shoulder can be added. However, the City should continue to pursue long -term options that can result in a safer and more robust multi - modal street. One significant constraint is overall public right -of -way. The potential for acquisition of right -of -way to accomplish the needs of additional features, is limited and cost 75A -2