Professional Documents
Culture Documents
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T
o the year of 2035, Irwindale
Station will be developed into an
all-week-around destination station,
with well-served commercial and parking
facilities, diverse and convenient transit
linkage, and designed biking/pedestrian-
friendly environment, serving employ-
ment commuters, biking enthusiasts,
and travelers in the San Gabriel Valley
area, and also local residents living in
Irwindale and nearby cities.
This report could not have been developed without the insight and knowledge of the
many transportation professionals, public administrators, and local business owners the
Irwindale Station Transportation Planning Studio team worked with over the semester. We
would especially like to thank Professor Eric Shen for support, instruction, and guidance
in developing this report. In particular, we would like to thank the following individuals:
Ms. Lisa Levy Buch
Director of Public Afairs
Metro Gold Line Foothill Extension Construction Authority
Ms. Eva Carreon
Director of Finance and City Treasurer
City of Irwindale
Ms. Cathi Cole
Former Transit Manager
City of Pasadena, Department of Transportation
Ms. Paula Kelly
Senior Planner
City of Irwindale
Mr. Frances Kuhn
Senior Facilities Manager
WorleyParsons
Ms. Tanya Patsaouras
Station Coordinator
Metro Gold Line Foothill Extension Construction Authority
Mr. Gustavo Romo
Director of Community Development
City of Irwindale
Mr. Philbert Wong
Transportation Planner IV
Los Angeles County Metropolitan Transportation Authority
Acknowl edgements
EXECUTIVE SUMMARY
PART I: INTRODUCTION AND ANALYSIS OF THE IRWINDALE GOLD LINE STATION AREA
1. PROJECT BACKGROUND
2. INTRODUCTION TO IRWINDALE
3. DEMOGRAPHICS AND SOCIOECONOMICS
10
11
13
1.1 METRO GOLD LINE FOOTHILL EXTENSION 13
1.2 VISION FOR IRWINDALE GOLD LINE STATION 15
1.2.1 CONTEXT AND PURPOSE OF REPORT 15
1.2.2 CONTEXT OF VISION 15
17
2.1 REGIONAL HISTORY AND POLITICS 17
2.2 IRWINDALE HISTORY AND POLITICS 18
20
3.1 BACKGROUND 20
3.2 EXISTING CONDITIONS 22
3.2.1 POPULATION GROWTH 22
3.2.2 POPULATION FLOW 23
3.2.3 POPULATION OUTFLOW 23
3.2.4 POPULATION INFLOW 24
3.2.5 HOUSING 25
3.2.6 INDUSTRIES SUMMARY 25
3.3 EVALUATION AND ANAYLYSIS 26
3.3.1 ECONOMIC EVALUATION 26
3.3.2 COMPANIES AND EMPLOYEES AROUND THE
IRWINDALE STATION 28
INDIVIDUAL OFFER 23
WEBDESIGN PROJECT - CONTACT 24
WEBDESIGN PROJECT - SUMMARY 25
ADVERTISEMENT 26
GOALS 28
ADVERTISING DISPLAY 29
SOCIAL MEDIA PLAN 30
CONTRACT 31
TERMS & CONDITIONS 32
COPYRIGHT AND LICENSES 34
Tabl e of Contents
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30
4.1 BACKGROUND 30
4.1.1 POLICIES AND REGULATORY SETTING 32
4.2 EXISTING CONDITIONS 36
4.2.1 EXISTING LAND USE DISTRIBUTION AT
CITY LEVEL 36
4.2.2 EXISTING LAND USE AROUND
IRWINDALE STATION 39
4.3 EVALUATION AND ANALYSIS 45
4.3.1 CHALLENGES OF TOD AROUND THE
STATION AREA 46
4.3.2 OPPORTUNITIES FOR TOD AROUND THE
STATION AREA 47
50
5.1 BACKGROUND 50
5.1.1 POLICY REVIEW 51
5.2 EXISTING CONDITIONS 52
5.2.1 CIRCULATION 52
5.2.2 LOCAL TRANSIT SERVICE 53
5.2.3 BICYCLES AND PEDESTRIAN ENVIRONMENT 54
5.3 FUTURE STATION CONDITIONS 56
5.3.1 STATION SELECTION 56
5.3.2 STATION ALIGNMENTS 57
5.3.3 STATION PLATFORM 57
5.3.4 FUTURE PLANS FOR BUS INTERFACE 58
5.3.5 BICYCYCLES AND PEDESTRIAN ENVIRONMENT 59
5.4 EVALUATION AND ANALYSIS 59
5.4.1 BICYCLES AND PEDESTRIAN ENVIRONMENT 59
5.4.2 LOCAL TRANSIT INTERFACE 60
5.5 STATION AREA ART 62
5.6 PARKING 62
5.6.1 PARKING AND LAND USE 64
5.7 PARKING MANAGEMENT 65
5.7.1 CITY OF IRWINDALE 65
5.7.2 PARKING MANAGEMENT 65
parking management (best practices) 66
69
70
6.1 NO FURTHER ACTION 71
6.1.2 SUMMARY OF POLICIES 71
6.1.3 BENEFITS 72
6.1.4 RISKS 72
6.1.5 CONCLUSION 73
6.2 COMMUTER STATION 74
6.2.1 GOALS AND OBJECTIVES 74
6.2.2 SUMMARY OF POLICIES 75
6.2.3 CONTEXT OF RECOMMENDATION 76
6.2.4 POLICIES AND PROGRAMS 76
6.2.5 CONCLUSION 80
6.3 DESTINATION/RECREATION ORIENTED STATION 81
6.3.1 GOALS AND OBJECTIVES 81
6.3.2 SUMMARY OF POLICIES 82
6.3.3 CONTEXT OF RECOMMENDATION 82
6.3.4 POLICIES AND PROGRAMS 83
6.3.5 CONCLUSION 91
6.4 COMMUTER STATION & DESTINATION 92
6.4.1 GOALS AND OBJECTIVES 92
6.4.2 SUMMARY OF POLICIES 93
6.4.3 CONTEXT OF COMBINATION STRATEGY 93
6.4.4 POLICIES AND PROGRAMS 94
6.4.5 CONCLUSION 96
6.5 FUNDING 97
99
7.1 JUSTIFICATION 100
7.2 SUMMARY OF RECOMMENDATIONS 101
7.3 SUMMARY OF FUNDING STRATEGIES 102
103
4. LAND USE AND ENVIRONMENT
5. MOBILITY AND INFRASTRUCTURE
PART II: DEVELOPMENT SCENARIOS AND RECOMMENDATIONS
6. DEVELOPMENT SCENARIOS
7. FINAL RECOMMENDATION
APPENDIX: AUTHOR BIOGRAPHIES
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Priscilla Appiah is a Master of Planning student concentrating on Transportation
and Infrastructure Planning in addition to pursuing the Graduate Certifcate in Transportation
Systems at the USC Sol Price School of Public Policy and will graduate in May of 2014. Prior to
USC, she graduated from the Kwame Nkrumah University of Science and Technology, Ghana,
with an undergraduate degree in Development Planning. She currently interns at the Local
Programming Department of the Los Angeles Metropolitan Transportation Authority assisting
in the National Transit Database (NTD) program and Transportation Development Act (TDA)
funding programs. Besides, she is also a Research Assistant at the USC Sol Price School of public
policy since Fall 2012. Specifcally, she is interested in trafc impact assessment and transporta-
tion management models, Transit Oriented Development, Complete Streets, parking
management, port planning and operations and transportation funding.
Sean Inkel aar-Cruz is a Master of Planning student, with a concentration in
Sustainable Land Use Policy and will graduate in December of 2014. He holds an undergraduate
degree also from USC in Public Policy, Planning, and Development. He currently works for the
Los Angeles County Metropolitan Transportation Authority (Metro) as an Entry Level Trainee
assisting with Highway Operations and recently Congestion Reduction. Sean is also combat
Veteran and a current member of the California Army National Guard with a total military
service of over 13 years of time. He is interested in working with Public or Private Agencies
with particular focus on newest technologies and practices in use within the transportation
planning profession that will help to keep.
Weining Liang is a Master of Planning student concentrating on Transportation and
Infrastructure Planning at the USC Sol Price School of Public Policy and will graduate in May
of 2014. Ms Liang received her Bachelors degree in Southern China Normal University, with a
major in Urban & Rural Planning and Resource Management. She gained a robust knowledge in
city and the environment during her undergraduate study, which defnes her extreme passion
for urban planning. Weining interned at the Innovation Center of Energy and Transportation
(iCET) set up to improve the US-China collaboration in clean tech products. Experiences from
iCET have exposed her to a lot of frontier information in transportation, such as new energy
vehicles and electric vehicles.
Ji e Mi ao is a Master of Planning student at the USC Sol Price School of Public Policy,
concentrating on Sustainable Land Use Planning and will graduate in May of 2014. Jie previ-
ously obtained her Bachelor and Masters degree of Engineering in Urban Planning at Tongji
University, Shanghai. She is also a National Certifed Urban Planner in China with almost two
years of planning experience in the land use planning and urban design. Currently, Jie is a
planning intern at SCAG, serving at the Research and Analysis Department in Land Use and
Environmental Planning Division. At SCAG, she is involved in the SCAG Data/Map Book for the
development of 2016-2040 Regional Transportation Plan/Sustainable Communities Strategy
project. She considers herself as a self-motivated, passionate planning practitioner and she is
interested in the felds of sustainability, mixed-use, TOD, urban design, and working to promote
smart growth and sustainable development via local cooperation at regional level.
Elenna Salcido is a Master of Planning student with a concentration in Transporta-
tion and Infrastructure at the USC Sol Price School of Public Policy and will graduate in May of
2014. She graduated with honors from University of California, Riverside with a Bachelor of Arts
in Political Science in 2012. Her professional experience in transportation and planning includes
two terms as an intern with the South Coast AQMD working in air quality planning and municipal
energy policies and work with the City of Los Angeles Department of Transportation, where
she gained experience in capital projects and feld engineering. She is currently an intern for
the Transportation Planning Division of the Port of Long Beach, where she does work relating
to trafc management and technical transportation studies. Elenna was particularly driven to
work in transportation planning because of a long-standing interest in the mass movement of
Yuan Shao is pursuing the Master of Planning degree at the USC Sol Price School of Public
Policy, with a concentration in Transportation and Infrastructure Planning and will graduate in
May of 2014. Currently Yuan Shao serves as an intern at the Modeling and Forecasting Depart-
ment of Southern California Association of Governments, assisting coordinating One-on-One
meetings with local jurisdictions for Socio-economic Development data analysis from local
input and GIS modeling. Yuan Shao received her Bachelors degree in Architecture at Tsinghua
University in Beijing in July 2011. After graduation, she worked in Tsinghua Urban Planning
Institute for one year and participated in several kinds of projects like Strategic Plan, Master Plan
and Urban Design. She is highly interested in transportation planning especially non-motorized
trafc system, urban design and data analysis using statistical methods.
Syl vi a Smi l th is a dual degree student of the Master of Planning at the USC Sol
Price School of Public Policy and Master of Social Work at the USC School of Social Work with a
concentration in Community Organization, Planning and Administration, and will graduate in
May of 2015. Currently, Ms Smith currently interns at the Human Services Division City of Santa
Monica. She received a Bachelors degree in African American Studies with a minor in Women
Studies from the University of California, Irvine. Prior to graduate school at USC, her academic
and work career as a research on various health and community projects, director of a pilot health
program, Workforce Investment Act youth case manager, and therapeutic arts instructor have
encouraged her interest in feld study analysis, program development, and urban consulting.
At USC Sylvia ventures to become well versed in modalities, frameworks, policies, and best
practice models that concern community programming, development, planning, and evaluation
while maintaining the ability to think creatively and adapt to the ever-changing environment.
Jueyu Wang is a Master of Planning student a USC Sol Price School of Public Policy,
with a concentration in Transportation and Infrastructure Planning, and will graduate in May
of 2014. She obtained her Bachelor of Science degree in Geography from East China Normal
University in 2012. Ms. Wang currently serves as an intern for the Modeling and Forecasting of
Department in the Southern California Associations of Governments, assisting in developing
2016 RTP/SCS. Prior to graduate school, Ms. Wang participated in several planning and research
project in China, which has diverse focus including regional economic development, urban
spatial structure analysis, travel behavior and real estate. Ms. Wang professional interests
include transportation and land use interaction, travel demand management policy, impacts of
mega transportation infrastructure on economic development and international infrastructure
planning and development. After graduation, Ms. Wang want to continue pursue a doctoral
program in Urban Planning and transportation concepts under the context of China.
Contr i buti ng Author s
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Part I:
Introduction and Analysis of the Irwindale
Gold Line Station Area
Executi ve Summar y
This report draws from the Metro Gold Line Light Rail Service: Foothill Extension report devel-
oped by the USC Sol Price School of Public Policy Spring 2013 PPD531L Transportation Planning
Studio. It reviewed the existing Metro Gold Line segment from Los Angeles to Pasadena as well
as the plans for stations from Arcadia to Azusa (projected to open Fall 2015), and concluded
that the Duarte and Irwindale Stations need to invest in a robust transportation and develop-
ment plan to raise the chances for their respective successes. This report focuses on the Irwin-
dale Gold Line Station and the policies and programs that might be implemented to support
benefcial station activity.
The frst part of this report covers the context in which policy and planning recommendations
were developed. The City of Irwindales history as an industrial employment center, comparatively
small residential population and how that has impacted the Citys demographics, environment,
land use, infrastructure, and mobility are examined and analyzed. The following key observa-
tions were particularly noted:
The City has a low 24-hour residential population, but large day-time employment population.
The existing land use around the station area is industrial and commercial-industrial, with
major freight routes nearby serving these uses.
There are few retail and food service businesses in the station area to serve the business
population.
The industrial nature of the area has resulted in minimal infrastructure for active trans-
portation, such as walking and bicycling, making it uncomfortable and unsafe for such
activities to take place.
There are currently few transit routes and stops around the station area and they have
comparatively low ridership.
The station has potential to connect with the nearby San Gabriel River Trail and Santa Fe
Dam Recreation Area, but the proximity has not yet been leveraged by the City or Metro.
Therefore, the report fnds, as the Spring 2013 Transportation Planning Studio did, that the
existing conditions in the City of Irwindale do not support traditional transit oriented develop-
ment (TOD) activity and signifcant changes to both the Citys existing policies and future plans
must be made to support successful transit station.
The second part of this report outlines four development scenarios which might occur depending
on action taken by the City of Irwindale and its partners. They are based on case studies of
other transit stations and packaged as a timeline that might be followed depending on how
the City and station progress. These are No Further Action,Commuter/Employment Oriented
Station,Destination/Recreation Oriented Station, and Combination.The No Further Action
plan outlines the benefts and risks of the City taking no action to develop a comprehensive
plan for the station while the other sections outline programs and policies that might be
taken to leverage existing resources in the area and create an active transit station. The report
concludes with a fnal recommendation as a course of action for the future Irwindale Gold Line
Station, to develop a multi-purpose station through a long-range plan (2015-2035) utilizing a
combination of policies and programs.
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Project Background
The Irwindale Gold Line Station is part of the Gold Line Foothill Extension (Phase 2A) from Pasadena
to Azusa on the Metro Gold Line Foothill Construction Authority-owned-right-of-way, north of
the Miller Brewing site. The station will be located below and to the east of the Irwindale Avenue
overpass, immediately south of the Intestate-210 (I-210) Freeway. The station will be accessible via
Adelante Street and Avenida Padilla Street. Side platforms for the station will also include tracks in
the middle with entrances to the platforms from the west.
Additionally, a 350 parking facility is planned west of the station, between Irwindale Avenue and
the Miller Brewery, south of Avenida Padilla. This will also include bicycle parking and lockers. Other
planned improvements around the station are pedestrian and bicycle related improvements and
facilities for improved active transportation experiences. Figures 1-1 and 1-2 show the Local and
Regional contexts of the planned station.
There are 32 million vehicles registered to operate on Californias roadways (Calsta, 2014). According
to the California Transportation Infrastructure Priorities: Vision and Interim Recommendations (2014)
report, in 2013 the vehicles traveled approximately 331 billion miles throughout the state. As the state
with the most registered vehicles, Californias projected 12 million new coming Californians cannot
be sustained without an increase in the supply of travel methods (Calsta, 2014). It is estimated that
in order to support the demand of the projected vehicular growth, it would require $150 billion to
build 4,300 new lanes of highways, more freeways, and numerous airport airstrips (Calsta, 2014).
Conversely, the report discusses how without high-speed rail systems, California would experience
a large across-state development of concrete and asphalt infrastructure. As such, the environmental
efect would undergo substantial water and air quality, open space, food supply, noise and climate
1.1 Metr o Gol d Li ne Foothi l l Extensi on
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transformations (Calsta, 2013).
With residents living far from work and school, over 75 percent of trips require a private automobile (Calsta, 2014). As a
result, California has instituted the AB 32 emission reduction goal and regional and local governments have committed
to investing in rail modernization techniques that will ultimately reduce car travel, preserve land and open space, avoid
massive highway and airway expansions, and sponsor infll and transit-oriented development (Calsta, 2013).
The states rail system objectives are operationalized by the procurement of $50 million in the governors current budget
for improvements and upgrades to local rail transit systems in Los Angeles and San Francisco with the efort to accom-
plish statewide mobility, safety and sustainability objectives (Calsta, 2014). Similar to the states policy and development
plans, counties and cities have responded to modernization and urbanization by developing critical histories and policies
highlighting growth, ideals, reservations, and commitment to the mobility and transportation of its residents (Los Angeles
County, 2013). Furthermore, by understanding the history and policies surrounding development, informed recommenda-
tions may be established that account for local and regional trends, standards, and warnings.
1.2.1 Context and Purpose of Report
A report published by the USC Sol Price School of Public Policys Spring 2013
PPD531L Transportation Studio found that the citys vision for Irwindale
station is to take the opportunity for redevelopment and pedestrian-
friendly design. At the current stage, much needs to be addressed to meet
this vision (USC Price PPD531L, 2013). This report expands upon these
fndings, further assessing the station area to develop recommendations
to feasibly fulfll the citys vision.
1.2.2 Context of Vision
As an industrial city with just over 1000 residents, the Irwindale Station
Plan seeks to make the most of the existing policies and resources
surrounding the future Gold Line Station by serving the local industrial
employment center and utilizing the close proximity to the Santa Fe Dam,
San Gabriel River, and neighboring cities. Along these parameters, the
strategic plan is to create an active transportation connection from the
Irwindale station to the mentioned local recreational, economical, and
social resources. While this low-density community is not where tradi-
tional transit- oriented development might occur, with the proper level
of investment in the areas existing resources, the chances of developing
a successful and active transit station could increase.
As part of the Foothill Extension from Pasadena to Azusa that is under
construction, the Irwindale station has plans that forge connections
between neighboring cities. These light rail connections will serve as a
public resource and alternative modes of transportation that not only
have the potential to considerably reduce travel time, but preserve the
environment and allow for a network of exchange economically, socially,
and culturally. In this vision to forge connections and networks, the
planning dialogue discusses plans to integrate transit-oriented develop-
ment into the future development of the city of Irwindale and its station.
By critically observing and analyzing relevant history, policies, demographics
and socio-economics, environment and land use, design and engineering
feasibility, and transportation and mobility, the Irwindale station and
its viability can be better understood, established, and advanced. As
such, this report delves into each of these categories by detailing its
background, existing conditions, evaluation, implications, and recommen-
dations informed by best practices. Using comprehensive research and
analysis, this report ventures to inform and propose four site development
recommendations that are categorized by time, budget requirements,
and design complexity.
1.2 Vi si on for I r wi ndal e Gol d Li ne Stati on
Figure 1-1: Local Context
Figure 1-2: Regional Context
Future Irwindale
Gold Line Station
Source: Google Maps
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In order to understand the historical and political
implications on the Irwindales Gold Line Station, it
is essential to apprehend the historical and political
context from which it derives; State and County
initiatives. Los Angeles economy has traditionally been
infuenced by single-family home development with
dispersed commercial and industrial uses (Los Angeles
County, 2013). This lead to its frst prevalent economic
sectors: land development, real estate and the enter-
tainment industry, all of which are crucial elements
of the Countys economy today (Los Angeles County,
2013). During the 1990s, one of the Countys largest
contributing sectors was manufacturing (Los Angeles
County, 2013). Although free trade agreements and
globalization at various governing levels sent labor
and production overseas, today the County continues
in its tradition of manufacturing through technology
enhancement (Los Angeles County, 2013). Additionally,
the county has fused creativity and technology and
created economies pertaining to various industries,
healthcare and transportation being two of the most
prevalent (Los Angeles County, 2013).
Honing in on the transportation economy, along with
fnancial endowments from the Governors budget, AB
32 is Californias global warming solutions act of 2006
(Clui, 2003). This Act guides the environmental impact
related to land development and use by regulating
emission and supporting the use of renewable energy.
This action is supported by the SB 375, which mandates
regional targets to align with the reduction of green-
house gas emissions by 1) using the regional transpor-
Introduction
to Irwindale
2.1 Regi onal Hi stor y and Pol i ti cs
References
California State Transportation Agency (Calsta). (2014). California Transportation Infrastructure Priorities: Vision and Interim
Recommendations. Retrieved from http://www.calsta.ca.gov/res/docs/pdfs/2013/ CTIP%20Vision%20and%20
Interim%20Recommendations.pdf
USC Sol Price School of Public Policy, PPD531L Transportation Studio (USC Price PPD531L). (2013). Metro Gold Line Light
Rail Service: Foothill Extension A Golden Opportunity for Foothill Cities to Learn and Succeed
1 8 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 1 9
tation planning process to achieve reductions in greenhouse gas emissions consistent with AB 32s goals; 2) ofering California
Environmental Quality Act incentives to encourage projects that are consistent with a regional plan that achieves greenhouse
gas emission reductions; and 3) coordinating the regional housing needs allocation process with the regional transportation
process while maintaining local authority over land use decisions (Clui, 2003). The County Congestion Management Plan or
CMP was adopted with the State Legislature passage of Proposition 111 in 1990 and focused on the development of a regional
transportation system to accommodate the future trafc demands within the metropolitan areas (Clui, 2003). Together these
policies develop partnerships amongst transportation authorities and create viable solutions that include varied travel methods
for diversifed needs.
One of the frst recognized authorities in Los Angeles transportation system was the Los Angeles County Metropolitan Trans-
portation Authority (LAMTA) founded in 1951 (Metro, n.d.). Assuming the roles of private transit systems, LAMTA created the
frst publicly owned and operated transit system in Los Angeles (Metro, n.d.). Unable to acquire land or use taxes as a funding
source, in 1964, the state legislation created the Southern California Rapid Transit District (SCRTD), which essentially took over
LAMTAs operations, obtained bus lines, and developed funding sources for the Metro Red line (Metro, n.d.). Following in 1976
was the Los Angeles County Transportation Commission (LACTC), which developed transit and highway policy for the county
(Metro, n.d.). Lastly, and what is highly recognized today is the Los Angeles County Metropolitan Transportation Authority,
familiarly known as Metro (Metro, n.d.). Created by state legislature in 1993, this authority is multifaceted as it assumes the roles
of planning, funding, and project construction for the county of Los Angeles (Metro, n.d.).
Since its creation, Metro has helped fund, construct, and operate the Red, Purple, Green, Blue, Silver, Expo, Orange, and the
Gold lines (Metro, n.d.). Brief transportation history and policies of California and Los Angeles have been highlighted in prepa-
ration of the focal point of this section; the Metro Gold Line Foothill Extension Irwindale Stations relevant history and political
underpinnings.
Gregorio Fraijo and Fecundo Ayon frst settled the Irwindale community during the 1850s. The two families occupied the land
birthing seven generations of Irwindale residents (City of Irwindale, n.d.). The landscape was barren with rocks, sand, and
jackrabbits, but later developed into a vehicle friendly community (ibid.). Taking the lands natural assets, the residents began
to inquire about business ventures and on August 6, 1957 the 9.5 square miles of land was incorporated and became the City
of Irwindale (ibid.). The frst councilmen elected were Mayor Elias Ornelas, Richard Diaz, Arthur Tapia, Mike Martinez, and Mike
Mirando (ibid.).
Settled and developed as a landscape comprised of rocks and sand, this citys natural assets allowed its residents to undertake
mining and other industrial business ventures. Also, the surrounding San Gabriel Mountain, river passages, and Hispanic heritage
are characteristic to the city and critical in recognizing how development patterns have been shaped by the natural landscape.
(ibid.). Promoting these quality rich community characteristics during development is a design spirit assumed by the City of
Irwindales developers, is upheld in the Citys General Plan, and should inform all future development projects. Specifcally, the
Infrastructure Element consists of 5 policies that together strive to support the highest service standards while accounting for
future demands and expanding the regions public and mass transit system.
The City of Irwindale is notably just 20 miles east of Downtown Los Angeles and is a thriving industrial city with a notable
business community. Bounded by the Intestate 210 and 605 freeways, Irwindale is easily accessible by vehicle and a commuter
city home to headquarters, satellite ofces, and other well-known businesses. With its unique topography, proximity to transit
corridors and vibrant neighboring cities, along with the increasing demand for mass public transit lines, Irwindale has been
chosen to house a station of the Metro Gold Line extension.
2.2 I r wi ndal e Hi stor y and Pol i ti cs
References
California State Transportation Agency (Calsta). (2014). California Transportation Infrastructure Priorities: Vision and Interim
Recommendations. Retrieved from http://www.calsta.ca.gov/res/docs/pdfs/2013/ CTIP%20Vision%20and%20
Interim%20Recommendations.pdf
Los Angeles County (2013). Los Angeles County General Plan. Retrieved from http://planning.lacounty.gov/assets/
upl/project/gp_2035_Chapter14_2013.pdf
Los Angeles County Metropolitan Transportation Authority (Metro). (n.d.). Los Angeles transit
history. Retrieved from http:// www.metro.net/about/library/about/home/los-angeles-transit-history/
The Center for Land Use Interpretation (clui). (2003). Margins in Our Midst: A Journey Into
Irwindale. Retrieved from http://clui.org/newsletter/winter-2003/margins-our-midst- journey-irwindale
The City of Irwindale (n.d.) Retrieved from
http://www.ci.irwindale.ca.us/DocumentCenter/View/39
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CATEGORY IRWINDALE LOS ANGELES COUNTY
2012 Population 1,416 9,885,632
2012 Median Age (Years) 35.1 35.6
2012 Hispanic 91.9% 48.5%
2012 Number of Households 371 3,249,575
2012 Average Household Size 3.7 3.0
2012 Median Household Income ($) 56,114 53,880
2012 Number of Housing Unites 387 3,454,092
2012 Homeownership Rate 69.7% 54.3%
2012 Median Existing Home Sales Price ($) 0.12% 4.8%
2012 Number of Jobs 12,373 4,209,116
2011-2012 Total Jobs Change 137 54,513
2011 Average Salary per Job ($) 43,807 50,666
Table 3-1: Statistics Summary
Source: Profle of City of Irwindale, SCAG, May 2013
Demographics and
Socioeconomics
According to U.S. Census Bureau, in 2010, Irwindale had a population of 1,416. The median age is 35.1, which is similar to the Los
Angeles County median age (35.6). The population density is 148 people per square mile, not dense compared to the county as
a whole. The age distribution of the population is wide, with 26.2% of residents under the age of 18, 63.2% at the age between
19 and 64, and 10.6% at the age of 65 or older. Also, Irwindale is comparatively less ethnically diverse than nearby communities,
with Hispanics comprising 90.6% of the population, far above Los Angeles Countys level (48.5%).
There are 371 households in the City of Irwindale, with a household size of 3.7, median household of $56,114, and a homeown-
ership rate of 69.7%. These are all high compared to overall Los Angeles. Table 3-1 compares Irwindale to Los Angeles County.
3.1 Backgr ound
2 2 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 2 3
3.2.1 Population Growth
Between 2000 and 2012, the total population of Irwindale
decreased by 30 to 1,416. During the 12-year period, the citys
population growth rate was 2.1%, which is lower than the Los
Angeles Countys level (3.8%). The population trend is shown
as Figure 3-1.
Between 2000 and 2012, the age group 55-64 was projected
to experience the largest increase in share, with growth from
7% to 11.1%. Conversely, the age group of 5-20 years old was
expected to experience the greatest decline by share, from 30.1%
3.2.1 Population Growth
Between 2000 and 2012, the total population of Irwindale decreased by 30 to 1,416. During the 12-year
period, the citys population growth rate was 2.1%, which is lower than the Los Angeles Countys level
(3.8%). The population trend is shown as Figure 3-1.
Between 2000 and 2012, the age group 55-64 was projected to experience the largest increase in share,
with growth from 7% to 11.1%. Conversely, the age group of 5-20 years old was expected to experience
the greatest decline by share, from 30.1% to 24.4%. This illustrates the decreased birth rate in Irwindale,
with the elderly becoming a larger group in the community.
Figure 3-1: Population Trend of Irwindale
Source: California Department of Finance, E-5, 2012
1,446
1,438
1,422
1,403
1,372
1,345
1,377
1,437
1,480
1,461
1,422
1,424
1,416
1,250
1,300
1,350
1,400
1,450
1,500
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
PopulationTrend
Population
3.2.1 Population Growth
Between 2000 and 2012, the total population of Irwindale
decreased by 30 to 1,416. During the 12-year period, the citys
3.2.2 Population Infow
In addition to analyzing the residential population of Irwindale, another key population element
to note is the population fow of Irwindale, as the fow population, or the movement in and out
of the city, is the largest potential patron of the station. According to the U.S. Census Bureau in
2011, the population of employed in Irwindale were 21,043. Of them, 20,900 lived outside of
the Irwindale. Of Irwindale residents, 612 were employed outside of the City and the population
both employed and living in Irwindale is 143.
Table 3-2: Overall Population Flow
CATEGORY COUNT SHARE
Employed in Irwindale 21,043 100%
Employed in Irwindale but
living in other area
20,900 99.3%
Living and employed in
Irwindale
143 0.7%
Source: On the Map, US Census Bureau
3.2.3 Population Outfow
Population outfow is the movement of population living in Irwindale, but employed outside of
the City. According to SCAGs profle of Irwindale, the top 10 places where residents commute
to work in 2010 are: Irwindale, Los Angeles, Baldwin Park, Covina, Pasadena, Azusa, Industry,
Pomona, Monrovia, and West Covina.
Table 3-3: Population Outfows Destination
LOCAL JURISDICTION COMMUTER NUMBERS PERCENT OF TOTAL
COMMUTERS
Irwindale 134 17.54%
Los Angeles 78 10.21%
Baldwin Park 43 5.63%
Covina 35 4.58%
Pasadena 26 3.40%
Azusa 25 3.27%
Industry 25 3.27%
Pomona 15 1.96%
Monrovia 13 1.70%
West Covina 13 1.70%
Source: Profle of City of Irwindale, SCAG, May 2013
3.2 Exi sti ng Condi ti ons
2 4 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 2 5
3.2.5 Housing
There are 371 households in Irwindale with an
average household size of 3.7 persons. Among
these households, 51.9% have children under
the age of 18. The median household income
in 2012 was $56,114, which is slightly above
Los Angeles County level ($53,880). There
are 309 families (82.6% of all households)
in Irwindale and the average family size is
3.93 persons (U.S. Census 2010). According
to SCAGs profle of Irwindale, in 2012, 53%
of all city households had 3 people or fewer.
About 13% of the households were single-
person households. Approximately 30% of all
households in the city had 5 people or more.
The percent of households by household size
is shown in Figure 3-2.
3.2.6 Industries Summary
According to the Esri data, by 2012, Irwindale
had about 847 businesses. SIC codes are
applied to summary the business condition
of Irwindale. The overall business summary of
Irwindale is as shown in the Table 3-5.
According to the Table 3-5, the 3 largest indus-
tries in Irwindale are: Service Summary (26.4%),
Wholesale Trade (20.9%), and Manufacturing
(19.2%). However, as there are many types of
institutions under the Service business such as:
hotel, automobile services, health service, etc.
Therefore, we refrain from including service
in the analysis. The two main industries:
wholesale trade and manufacturing, are the
primary contributors to Irwindales economy.
Also, they possess the largest group of the
employees in the area. One critical problem
of the businesses in Irwindale is the lack
of small retail businesses. The main retail
businesses currently are the concentration
of food stores, automobile dealers, furni-
ture and home furnishings, which are also
big-box based business. Observing the lack
of local small retail business, the structure of
the business is not balanced. Because of the
current business structure of Irwindale, which
mainly are big-box base industries, the city
does not have enough residents to support
the small retail business.
13.00%
21.00%
19.00%
18.00%
12.00%
9.00% 9.00%
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
1 2 3 4 5 6 7+
PercentofHouseholdsbyHouseholdSize
Percentof
Households by
HouseholdSize
Figure 3-2: Percent of Households by Household Size
Source: California Department of Finance, E-5, 2012
3.2.4 Population Infow
Population infow is the movement of population employed in Irwindale, but living outside of
the city. As mentioned above, this group comprises the vast majority of those working in Irwin-
dale. According to U.S Census Bureau of 2011, the top 15 places where people who commute to
Irwindale live are: Los Angeles, Baldwin Park, West Covina, El Monte, Azusa, Pomona, Pasadena,
Glendora, Rancho Cucamonga, Covina, Arcadia, Fontana, Monrovia, Duarte, and San Dimas.
LOCAL JURISDICTION COMMUTER NUMBERS PERCENT OF TOTAL
COMMUTERS
Los Angeles 1,595 7.6%
Baldwin Park 822 3.9%
West Covina 735 3.5%
El Monte 647 3.1%
Azusa 601 2.9%
Pomona 561 2.7%
Pasadena 498 2.4%
Glendora 473 2.2%
Rancho Cucamonga 445 2.1%
Covina 444 2.1%
Arcadia 431 2.0%
Fontana 376 1.8%
Monrovia 364 1.7%
Duarte 351 1.7%
San Dimas 290 1.4%
Table 3-3: Population Infows Origin
Source: On the Map, US Census Bureau
2 6 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 2 7
3.3.1 Economic Evaluation
Irwindale has a strong competitiveness of industries compared with San Gabriel Valley Area,
with so many famous companies located in the city such as: MillerCoors, Southern California
Edison, Toyota Speedway, Mee Industries, Huy Fong Foods, Decore-ative Specialties, etc. These
companies createeconomic benefts and more market opportunities for the area. By 2012,
Irwindale accounted for 7% of industrial space in the Central/East SGV area, but it created 15%
of growth of industrial space in the San Gabriel Valley, which means the industry development
of Irwindale is vital (2012 Economic Strategic Plan).
Irwindale also has conditions to attract more businesses into the city. Irwindale Business Center
is a good example. With 123-acre of land, the business center is located across from Irwindale
City Hall, fronting Irwindale Avenue and Arrow Highway. It is an icon of what is physically and
economically possible on a former mining pit by taking the appropriate reclamation steps
(Economic Strategic Plan). The 2.2 million square foot business park includes a mix of light
industrial and ofce uses, including corporate headquarter ofces for communication companies
such as Charter Communications and Superior Communications.
The main market opportunities in Irwindale can be concluded as: 1) Higher-wage jobs and 2)
Market Area Demand. Irwindales commercial/industrial land availability will continue to attract
new business and support renewed job growth locally and regionally. Attracting business in
higher-wage job cluster will be critical to capturing a greater market for sales taxes generating
retail uses (Economic Strategic Plan).
SIC CODES BUSINESS EMPLOYEES
NUMBER PERCENT NUMBER
Agriculture & Mining 13 1.5% 421
Construction 67 7.9% 823
Manufacturing 163 19.2% 3,080
Transportation 43 5.1% 1,225
Communication 7 0.8% 270
Utility 8 0.9% 445
Wholesale Trade 177 20.9% 1,982
Retail Trade 103 12.2% 515
Finance, Insurance, Real
Estate Summary
30 3.5% 391
Service Summary 224 26.4% 1,750
Government 12 1.4% 427
Total 847 100% 11,329
Table 3-5: Business Summary of Irwindale
3.3 Eval uati on and Anal ysi s
0.5mile
Figure 3-3: Companies within one-mile radius circle
Source: The base map is from Google maps
Source: Esri, Community Analyst
2 8 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 2 9
References
Center for Economic Center, U.S. Census Bureau, On the map (2014), Retrieved from:http://onthemap.ces.census.gov/
U.S. Census Bureau, Department of Commerce (2014), Retrieved from:http://www.census.gov/
California Department of Finance (2014), Retrieved from:http://www.dof.ca.gov/
Hon. Gene Murabito et al , Profle of City Irwindale, Southern California Association of Government, May 2013.
One thing to note is that the companies with the two
circles are not limited to the city of Irwindale, but it
also includes the companies in Azusa, as we assume
those companies are also the target customers of
the Irwindale station. According to this data, we can
conclude that there are a large number of employees
working near the station, which provides potential for
high ridership of the station in the future. One similarity
of these two sets of data is the standard deviation is
extremely high, which means that the companies scale
around the station is various. Also, some buildings house
multiple companies. Like the overall citys situation, the
companies around the station are mainly focused on
manufacturing and wholesale trade.
3.3.2 Companies and Employees around the
Irwindale Station
After gathering data from U.S. Census Bureau, GIS was
used to perform the basic analysis of companies and its
employees information around the Irwindale Station.
With drawing the 1-mile radius and 0.5 mile radius
circles of the station, two sets of the data were deduced.
Within the 1-mile radius circle of the station, the total
number of businesses is 409, with 7,951 employees.
The minimum employment number of the company
is 1, while the largest is 1300. The mean employment
number within this circle is 19.22, and the standard
deviation is 79
On the other hand, within the 0.5-mile radius circle of
the station, the total company number is 79 and the
employees number is 3,883. The minimum employment
number of the company is 1, while the largest is 1300.
The mean employment number within this circle is
49.28, and the standard deviation is 78.28.
0.5mile
Figure 3-4: Companies within one half-mile radius circle
Source: The base map is from Google maps
3 0 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 3 1
Land Use
and Environment
A successful transit oriented development (TOD) project
is inherently linked to the land use strategies around
the transit station. Active land uses foster more efec-
tive transit service, and transit mobility makes locations
more viable for development. More specifcally, a mix of
land uses with high densities, such as ofces, commer-
cial service, or residential uses around the station area
places more people close to transit stops, creates more
activities at various times of the day, and increases
the public transit ridership (Pace, 2013). Compared to
the other Metro Gold Line Foothill Extension stations,
Irwindale has not explored TOD in the context of their
overall community goals in depth (IBI, 2007).
Compared to the other Metro Gold Line Foothill
Extension stations, Irwindale has not explored TOD
in the context of their overall community goals in
depth (IBI, 2007).
A successful transit oriented development (TOD) project is inherently linked to
the land use strategies around the transit station. Active land uses foster more
efective transit service, and transit mobility makes locations more viable for
development (Pace, 2013).
The City of Irwindale adopted a General Plan Update in
2008. The land use policies in the General Plan focus on
redeveloping the brown felds in the City in order to accom-
modate future population growth and new employment.
The plan designated the majority of Metro Gold Line Station
surrounding areas as industrial/business park uses and
designated a regional commercial center adjacent to the
north of I-210 to increase the commercial density around
the Station (General Plan, 2008).
However, a challenge for the City and Irwindale Gold
Line Station is that there are relatively few pieces of
land in vicinity of Irwindale Station poised for TOD.
Currently, the existing land uses within a one-mile radius of
tCurrently, the existing land uses within a one-mile radius of
the Irwindale Station are dominated by industrial business
parks, inactive quarries, and San Gabriel River Bike Trail
(Final EIR, 2007). The area of vacant land in one half-mile
of the station is only approximately 7 acres and has certain
extent of construction infeasibility (Supplemental EIR, 2011).
Reclamation of existing inactive quarries for future develop-
ment might be a possible way to accommodate mix uses
of jobs, retailers, and amenities to achieve traditional TOD
in Irwindale, but such a change would be high investment
for uncertain success.
Reclamation of existing inactive quarries for future
development might be a possible way to accommodate
mix uses of jobs, retailers, and amenities to achieve
traditional TOD in Irwindale, but such a change would
be high investment for uncertain success.
4.1 Backgr ound
A chal l enge for the Ci ty of
I r wi ndal e i s that ther e ar e
r el ati vel y few pi eces of l and
i n the vi ci ni ty of I r wi ndal e
Stati on poi sed for TOD.
Figure 4-1: General Plan Update Land Use Designation
Irwindale Station
Source: Irwindale General Plan Update, 2008
Figure 4-2: General Plan Update Quarry Overlay
Source: Irwindale General Plan Update, 2008
4.1.1 Policies and Regulatory Setting
General Plan (2008): Land Use Policies
The City of Irwindale adopted the Citys General Plan Update, previously updated in 1975, in April 2008. The Plan envisioned
the City of Irwindale as an important center of commerce and industry in San Gabriel Valley. The land use policies in General
Plan Update 2008 primarily addressed the issues of future potential development of quarry areas and establishing patterns
of land use and development that promotes the maintenance of current residential neighborhoods and accommodating
future growth. The Metro Gold Line Station was mentioned only briefy in the General Plan Update. The plan referred to the
station with one sentence in the section of land use policies: in the future the City of Irwindale would promote and support
the future extension of the Gold Line light rail line along the I-210 Freeway corridor (General Plan, 2008).
The General Plan Update Land Use Map designated ten categories of land use, including residential, commercial, regional
commercial, commercial/recreation, industrial/business parks, industrial/commercial, quarry/quarry overlay, parks, public/
institutional, and open space/easements (Figure 4-1). As the quarries in the City were considered as potential development
areas for accommodating the Citys future growth, the land use policies emphasize continued transition of the quarries
located within the City to other land uses in order to promote mixed use and development in the future. The Plan specif-
cally developed a quarry overlay map to designate diferent land use overlays with the quarries in the City. The Quarry
3 2 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 3 3
Figure 4-3: Zoning in City of Irwindale
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The bikeway network should be clearly desig-
nated and easy to use.
Bicyclists should be able to enjoy a positive
environment. Good design should enhance the
feel of the bicycling environment.
All roadway projects and improvements
should accommodate bicyclists.
Bicycle improvements should be economical.
85
A COMPREHENSIVE PLAN FOR THE IRWINDALE METRO GOLD LINE STATION
METRO GOLD LINE FOOTHILL EXTENSION IRWINDALE GOLD LINE STATION STUDY
mentioned above, a Class I bike path of approximately 2.6 miles has been proposed by the
County of Los Angeles along Big Dalton Wash, running from Irwindale Avenue to Barranca
Avenue. Currently a bunch of bicycle-minded young people from the fledgling group Bike SGV
have participated to convince four local cities (Barranca Avenue, through Azusa, Irwindale, and
unincorporated Covina ) to ignore city borders and begin a multi-city bicycle master plan.
Figure 6-6: Existing and Planned Bike Facilities
Source: Metro Gold Line Foothill Extension Construction Authority, 2011
From this consideration, we propose two alternatives for Class II bike lanes, which need the
collaboration from Irwindale and Azusa. This implementation will have three benefits:
1. Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel River Trail;
2. Extend the already planned bikeways in Azusa to the San Gabriel Trail, which provides a
good opportunity for the bicyclists from these two cities;
3. Save facilities implementation resource and make the bikeway continuous from the
regional perspective.
Class II Bike Lane Alternative I: N Irwindale-Arrow Hwy
Alternative I starts from the Irwindale Station and goes along North Irwindale Avenue
until meets with Arrow Hwy to turn right. Part of this route along South Irwindale Avenue is
also located in the City of Azusa and such a bike lane would require cooperation between the
two cities.
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From this consideration, we propose two alternatives for Class II bike lanes,
which need the collaboration from Irwindale and Azusa. This implementa-
tion will have three benefts:
Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel
River Trail;
Extend the already planned bikeways in Azusa to the San Gabriel Trail,
which provides a good opportunity for the bicyclists from these two cities;
Save facilities implementation resource and make the bikeway continuous
from the regional perspective.
Class II Bike Lane Alternative I: N Irwindale-Arrow Hwy
Alternative I starts from the Irwindale Station and goes along North Irwindale
Avenue until meets with Arrow Hwy to turn right. Part of this route along
South Irwindale Avenue is also located in the City of Azusa and such a bike
lane would require cooperation between the two cities.
Azusa has already planned a Class II bike lane on Arrow Hwy. Our design will
extend its plan further west to connect with San Gabriel River Trail. The Class
II bike lane on Arrow Hwy will overlay with two entrances on San Gabriel
River Trail, which is convenient for bicyclist to transfer onto the river trail.
Class II Bike Lane Alternative II: N Irwindale-W 1st Street
Alternative II also starts from the Irwindale Station
and goes along North Irwindale Avenue until meets
with W 1st St to turn right. Azusa also already planned
a Class II bike lane on W 1st St, and our design will
extend it further west with Irwindale.
At the intersection of W 1st St and South Peckham
Road, there are two options to continue the Class II
bike lanes. Option A is along the South Peckham Road
to meet with the entry point of San Gabriel River Trail
in Azusa; Option B is continue west on W 1st St until
the end and turn south to arrive at the entrance of the
Santa Fe Dam. Both options have difculties: Option
A needs to coordinate with the city of Azusa; Option
B needs to build the infrastructure along the route
as the existing road is not continuous.
Figure 6-7: Bikelane Alternative I
Figure 6-8: Bikelane Alternative II
Source: The base map is from Google Map
Source: The base map is from Google Map
87
A COMPREHENSIVE PLAN FOR THE IRWINDALE METRO GOLD LINE STATION
METRO GOLD LINE FOOTHILL EXTENSION IRWINDALE GOLD LINE STATION STUDY
Figure 6-8: Bike Lane II
(2) Bike Rentals
In addition to the bike lanes, amenities to support the bike facilities are necessary to
fully utilize the area's potential. Under this scenario of planning the station as a recreation
destination on holiday, placing bike rentals around the station area will not only provide
convenience for the travelers who want to take a ride on San Gabriel River Trail, but also
increase the utilize possibility of the station. In this way, we propose to place bicycle rentals in
the parking structure for weekends and special events. People who drive or take Gold Line here
for entertainment could easily find the amenities.
Transit Linkages
As previously mentioned, Santa Fe Dam is a crucial attraction in the area, which is
located within the City of Irwindale but far from the station. Thus a transit access to the Santa
Fe Dam from Irwindale Station is a challenge. To develop the City as a successful regional
destination, there would need to be several events being held in each year. Also, by looking at
the planned land use, a regional retail center would be located within the city and on the north
side of Irwindale Station. Considering the various attractions in the city, connections between
these attractions and Irwindale Station would be important for the success of the station. Based
on the analysis, there are several recommendations.
Shuttle service connecting these attractions and Irwindale Station should be provided.
These attractions could share these services since not all are year around. In this way,
the efficiency can be increased.
Station
San Gabriel Trail
Bike Rentals
In addition to the bike lanes, amenities to support the bike facilities are necessary to fully utilize the area's potential. Under this
scenario of planning the station as a recreation destination on holiday, placing bike rentals around the station area will not only
provide convenience for the travelers who want to take a ride on San Gabriel River Trail, but also increase the utilize possibility
of the station. In this way, we propose to place bicycle rentals in the parking structure for weekends and special events. People
who drive or take Gold Line here for entertainment could easily fnd the amenities.
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Bicycle Access
As previously mentioned, Santa Fe Dam is a crucial attraction
in the area, which is located within the City of Irwindale but
far from the station. Thus a transit access to the Santa Fe Dam
from Irwindale Station is a challenge. To develop the City as a
successful regional destination, there would need to be several
events being held in each year. Also, by looking at the planned
land use, a regional retail center would be located within the
city and on the north side of Irwindale Station. Considering
the various attractions in the city, connections between these
attractions and Irwindale Station would be important for the
success of the station. Based on the analysis, there are several
recommendations.
Shuttle service connecting these attractions and Irwindale
Station should be provided. These attractions could share
these services since not all are year around. In this way, the
efciency can be increased.
As a regional recreational destination, shuttle services can be
shared with the employers who provided services on Fridays.
Improved regular bus service quality should also be provided
so that riders can enjoy the convenient and comfort of more
frequent service.
Parking
Mixed-use Parking
Mixed-use parking is generally shared parking in mixed-use
developments and in mixed-use areas. This applies especially
because peak demand periods occur at diferent times of the
day. In transit oriented areas, parking facilities can be shared
with other uses nearby to ease the parking bottleneck and
spillovers.
The Santa Fe Dam usually experiences strain on parking capacity
over the weekend since most events are organized during the
weekends. The parking is limited in the areas, which generates
spill-overs to the detriment of the residents. This mixed use
parking event attendees to use the Irwindale Gold Line Station
parking facility to ease the congestion near the Recreation
area. There would need to be collaboration between Metro,
the City of Irwindale and the County (manages the Santa Fe
Dam and Recreation Area).
Shuttle-Service to Parking Facilities
After the collaboration between stakeholders has been sorted
out to allow for mixed-use of the Gold Line station parking
facility this can be considered as an incentive to drivers. This
will run more frequently than the Foothill Route 185, especially
on weekends, because the head ways increase and patrons
may not be willing to wait that long. Visitors to the Santa Fe
Recreation Dam can park at the Gold Line parking structure
and take the shuttle.
A way to improve ridership of the shuttle service may be
through advertisement either on the internet, billboards, or
other means available.
Land Development
Increase food and retail facilities to enhance commercial intensity
In this scenario, the goal is to create a commuter-friendly
destination station. Daily retail activities, including cafes,
convenient stores, and small restaurants, etc., could increase
commercial intensity around the station which might attract
more people to use transit service. Therefore, Irwindale should
consider proposing a specifc plan to increase daily retail facili-
ties by allocating commercial/ofce-mixed land uses around
the station.
According to existing land use evaluation, there is little vacant
land for adding new development around the station. The
vacant land on north of Gold Line currently owned by the city
could be a potential development site. Besides, the proposed
parking structure could also developed as a mix-used parking
structure, integrating parking and convenient stores, and
food facilities from the case study of Fruitvale Transit Village
in Oakland.
The plan could include the following strategies:
Increase mixed-uses and density around the station by desig-
nating parcel #1 as commercial/ofce mixed-uses
Increase daily retail facilities by designating parcel #2 as
parking/commercial mixed-uses
Insert green spaces to create more active, commuter-friendly
environment (Figure 6-12)
Integrate design of station platform, local transit interface,
bike/pedestrian facilities
Use public art to enhance station area identity
Figure 6-11: Fruitvale Transit Village Development
Figure 6-12: Fruitvale Transit Village
Figure 6-13: Insert Green space to create active public place
Sources:
Figure 6-11: NHHS Rail Program: Transit-Oriented Development (TOD) Success Stories, February 2014;
Figure 6-12: http://www.green-technology.org/green_technology_magazine/transit_gallery2.htm (Middle);
Figure 6-13: http://www.eastorlandopost.com/orlando-limit-food-truck-operations (left top);
http://kwtexas.fles.wordpress.com/2013/08/nyc_paley_park_nyc_xlarge.jpg (left bottom);
Photography by author (right)
Best Practice
For Land Development
Fruitvale Transit Village, Oakland, CA: A mix-used
parking structure transferring from a surface parking lot
The Fruitvale Transit Village is a great success TOD
project of a broad-based partnership among public,
private, and nonproft organizations working together
to revitalize a community using transit-oriented
development. The original proposal at the Fruitvale
Transit Station from Bay Area Rapid Transit (BART)
is a merely new parking structure, however, the
community wanted a place that would link local
businesses to transit, thereby increasing pedestrian
and bicycle trafc and catalyzing redevelopment
in the neighborhood. The community created an
alternative plan for a mixeduse village with local
retail shops, a community center, library, housing,
and new structured parking. BART worked with the
community to achieve their vision (NHHSRail, 2014).
Today, Fruitvale Transit Village is a 5.9-acre transit
village with a retaillined pedestrian connector
between the BART station and the primary retail artery.
There are 47 mixedincome housing units, 115,000
sq. ft. of community service and ofce space, and
40,000 sq. ft. of retail. The project was designed by
and for the neighborhood surrounding the station.
As a result, there are several social service facilities
including a health clinic, library, senior center, and
child development center. Within walking distance of
the Village, 20% of the rental units are designated as
afordable housing, Phase II includes a 68unit senior
housing project and a planned 500-unit residential
facility. The take-away lessons from the project was
to think about new ways to integrate the parking
needs with additional development and to position
all elements in a manner that was conducive to new
growth(NHHSRail, 2014).
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Other Events
As previously mentioned, currently there is
only one annual event held in Santa Fe Dam.
If the Irwindale Station served as a weekend
destination, one event is not enough to boost
the ridership. More local events are needed to
catalyst more people choose gold line to go to
Irwindale to increase the usage of the station. To
fulfll this goal, one feasible option is to utilize
the Santa Fe Dam Recreation Area and the bike
path, which proposed to connect the station and
the dam. There are two potential events which
the station can take advantage of: San Gabriel
River Bike Trail, and CicloSGVia.
The San Gabriel River Bike Train is a monthly
event which is held every last Sunday of the
month around San Gabriel Valley region. The
15-20 mile, community bike tour along SGVs
bicycle superhighway includes the Rio Hondo
and San Gabriel River (BikeSGV, 2014). There are
several entrances and destinations around the
bike train, and Santa Fe Dam is one of them. The
start point of the event is diferent every time.
6.3.5 Conclusion
With the planned Foothill Extension opening of
September 2015, this scenario is most feasibly
implemented between the years 2025 and 2030.
This would be a high risk strategy. While there
is signifcant potential for revenue generation
through new development if this strategy succeeds,
signifcant upfront investment from is the City
would be required for startup. If these strategies
prove unsuccessful in generating activity, resources
that could have been invested elsewhere will
have been lost.
However, it is important to note that the previous,
less-costly recommendation (6.2) could generate
enough interest in the station area to make
investment in this larger strategy more appealing,
reducing risk of failure. For this reason, the time
frames 2020-2025 and 2025-2030 are recom-
mended as points of development consideration
to make these strategies a smooth transition and
easier to implement. By phasing the implementa-
tion of recommendations, the City can gauge the
chances of success.
Figure 6-12: Land use designations in specifc plan Figure 6-13: SGV Bike Train Route
Figure 6-14: CicloSGVia Proposed Route
Source: The base map is from Google Map
Source: http://www.bikesgv.org/the-bike-train.html
Source: http://www.bikesgv.org/ciclosgvia.html
By becoming a member of the event, the newcomers
could build confdence through learning cycling
etiquette, maintenance, repair, group riding, and
much more (BikeSGV, 2014).
Another event, which can be utilized is the CicloSGVia.
CiclLAvia has been known as the biggest block party in
the City of Los Angeles. With a goal of improving built
environment focused on biking, walking and transit,
Metro proposed to bring this open streets event to
San Gabriel Valley. This event is planned to incorporate
with 16 cities in SGV region, which included: Pasadena,
Arcadia, Monrovia, Duarte, Irwindale, Azusa, Covina,
etc. It has the potential of attracting upwards of
1,000,000 people from throughout Southern California
(BikeSGV, 2014). The proposed route spans nearly 50
miles and connects almost every downtown district in
15+ jurisdictions, colleges/universities, regional parks,
rivers and lakes, along with every major transit center
and historic site in the SGV region (BikeSGV, 2014).
The vision of this event also incorporates 3 massive
festivals, which combine with mini-festivals, sporting
events, concerts, bike pit stops, etc. In the event, Santa
Fe Dam is chosen to be one of the major regional
parks which are capable of hosting thousands of
people, while accommodating parking solution.
The events mentioned above are opportunities to
catalyst people to use public transit, and increase
the usage and ridership of Irwindale station. The
proposed bike lane which connects the station
and Santa Fe Dam can be viewed as an exten-
sion both for the bike train and the CicloSGVia.
People can take gold line to Irwindale, take of the
train, and then ride the bike to Santa Fe Dam to
participate the events. With the improvement of
the pedestrians and bike infrastructure, and the
events drivers, Irwindale station has the potential
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6.4.1 Goals and Objectives
The combination scenario is the ultimate scenario that Irwindale Station would possibly devel-
oped in the long term. It derives from the previous two scenarios Commuter/Employment
Oriented Station and Destination/Recreation Oriented Station, but goes much further in order
to achieve higher goals and objectives in the long run. It envisions the Irwindale Station as a
multi-purpose, multi-functional station active nearly year around and for most of the day.
Goals
In this fnal scenario to the year of 2035, Irwindale Station will be developed into an all-week-
around transit hub station, with well-served commercial and parking facilities, diverse and
convenient transit linkage, and designed biking/pedestrian-friendly environment, serving
employment commuters, biking enthusiasts, and travelers in the San Gabriel Valley area, and
also local residents living in Irwindale and nearby cities.
Objectives
To increase commercial, business, and residential intensity to increase density and activities
near the Station in order to enhance transit ridership and attract more private investment
To provide well-served and user-friendly parking facilities for commuters on weekdays, trave-
lers/bike enthusiasts on weekends, and local residents at daytime and nighttime
To improve and maintain the bike lanes linking the station with Santa Fe Dam Recreational
Area and employment hubs in the entire city and provide local employees and residents with
shared-biking program
6.4.2 Summary of Policies
Amend General Plan Land Use Element to reallocate
land uses within one-mile radius of the Station to increase
residential and commercial density through reclamation
of inactive quarry areas.
Update Zoning Ordinance to incorporate C2 overlay with
M1 and M2 zones to provide industrial employment hubs
with an amount of commercial facilities; set up minimum
Floor Ratio Area control to increase employment density.
Set up customized, fexible parking pricing system to
meet diferent types of customers need at diferent time,
the pricing schemes of which include daily parking fee,
monthly reserved parking fee, and multi-day/long term
parking fee; allocate parking revenue to improve transit
facilities.
Further improve Class II bike lanes on major highways
and secondary highways and Class III bike routes on
collector roads to link Irwindale Station with Santa Fe
Dam and employment hubs within the City; promote
bike-sharing programs in each employment hubs.
Via place-making approach to improve the Station built
environment integrated with public spaces, public art,
and station furniture to shape an attractive Station area
with local identities.
6.4.3 Context of Combination Strategy
As a longer-term strategy, a combination of recommenda-
tions from 6.2 and 6.3 are suggested for a well-rounded,
6.4 Commuter Stati on & Desti nati on
To provide a pedestrian/biking friendly environment with open space and public art for
commuters, biking enthusiasts and local residents via integrated urban design of the whole
station area.
Figure 6-15: Encourage mixed-use of Industry/Business Park
Source: The base map is from Google Map
http://dailyheadlines.uark.edu/images/transit_oriented_development_Page_2crop.jpg
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Encourage mixed-use of Industry/Business Park
As employment density and number of jobs are critical
factors that afect transit ridership, and current employment
density is quite low (around 1 employ / acre), the City in
the long-run could consider updating zoning ordinance
to create Industry/Business Park and commercial overlay
zone in order to increase commercial and employment
intensities in vicinity of the station (Figure 17). In addition
to designate mixed-use industrial/business park overlay
zone, via Floor Area Ratio (FAR) control, the updated zoning
ordinance could set up minimum Floor Area Ratio on indus-
trial/business park zones. This approach could transfer the
current low-density land use patterns into medium-density
land use patterns for purpose of increasing employment
density and promote more transit-supportive jobs around
Bicycle Access and Pedestrian Environment Improvement
To build a fully utilized station which combines both functions as commute and recreation destination, from the perspective of
bicycle access and pedestrian environment, we promote to combine the previous design proposals for Scenario II and Scenario III.
For bikeways, the Class III bike routes with northeast industrial zone and Class II bike lanes on the main roads of Irwindale will
make most of the city area a bicycle friendly environment. All the commuters on weekdays and travelers on holiday will fnd
it convenient to combine biking with other transportation modes. For pedestrian environment, the recommendations on the
second scenario as a commute station are promoted for this scenario.
highly utilized station. In addition to policies and programs from
the aforementioned sections, the following are also recommended
as a long-term plan for the development of the Irwindale Gold Line
Station area.
6.4.4 Policies and Programs
Land Development
In this scenario, from land use perspective, the
major objective of Irwindale station is to develop
into an intense E-TOD (Employment-Transit
Oriented Development) Station. In GP 2008, the
land use designations around Irwindale station
are industrials/business park use dominant. The
challenge comes from how to increase public
transit ridership in such a dispersed, low density,
single-use employment hub.
Single use, auto-depended, low-density employ-
ment hubs would be hard to increase public
transit use. Islands of stand-along ofce build-
ings, regardless of how close they are to transit,
are unlikely to draw many workers to trains
and buses if there is a risk of being stranded
in the midday, unable to attend to personal
afairs(Robert Cervero, 1989). Under such
circumstance, most employees would frstly
choose driving their private vehicles as their
daily commute mode instead of taking public
transit -- Metro Gold Line.
Transit-Oriented Development and Employment
report from CTOD pointed out that employ-
ment density, the destination size (the total
number of jobs), the proximity to commuter
neighborhood, and destination physical form
and placemaking are the major factors of central
importance in increasing transit ridership.
Reallocate land uses for increasing density
Existing land use within one-mile around Irwin-
dale station shows that there are an amount of
vacant land in the area which is designated as
industrial/business park uses in GP 2008. The
City could consider amend GP land use element
to reallocate these land uses. By allocating
more commercial (and/or residential) land
uses in the station area, increase density and
further enhance transit ridership. Beside of the
land use categories, the land use patterns and
density should also be mentioned in the land
use element. In order to reach higher residential
intensity in vicinity of the Station to increase
transit ridership, medium density residential
neighborhood in terms of multi-story mixed-
use apartments could be developed on the
vacant sites to provide afordable housing as
well as commercial services.
the station in the future.
Improve Station entire built-environment via urban
design approach
Placemaking of the Station built environment is also a
key factor that may afect the transit ridership. Along
with convenient parking facilities, a well-designed station
physical form with landscape, public art, street furniture,
and active spaces could build an identifed public space
for Irwindale and attract more employment commuters
on I-210 and I-605 to park their private cars at Irwindale
Station parking structure and take Gold Line to their work
destinations. Also, a well-designed Station could attract
more local employee, residents and weekend travelers to
ride Gold Line.
Figure 6-16: Bikeway Design for Scenario IV
Source: The base map is from Google Map
Best Practice
For TOD and Employment
Transit-Oriented Development and Employment Study from
CTOD
Center for Transit-Oriented Development conducted a study
of Transit-Oriented Development and Employment in May
2011. The report concluded that Employment Density is a
critical factor that afects transit ridership: the concentration
of workers in a given area (generally measured as employees
per acre) with higher densities associated with benefcial
impacts for transit ridership. A well-designed transit system that
connects multiple place types and destinations with varying
land use mixes and intensities can achieve strong bidirectional
ridership, despite high automobile ownership rates and high
income levels (Robert Cervero, 1998). American scholars Kuby
et al also found that statistical signifcance in the relationship
between LRT and employment, which is every increase by
100 workers near transit, ridership increases by 2.3 riders. The
most compelling of the fndings is when employment density
reaches to more than 75 employees per acre, there will be a
dramatic increase in the proportion of transit trips that occur;
meanwhile, a signifcant decrease of single occupancy vehicle
commuting occurs when employment density ranges from 20
to 50 employees per acre (Pivo and Frank, 1995).
In addition to employment density, Density Size (the total number
of jobs at a destination) with larger concentrations and Origin
Proximity (the closeness of a dense commuter neighborhood
to employment concentrations) also have benefcial impacts
for transit ridership. However, the report also indicated that
density and access to employment are also intertwined with
other factors, such as pedestrian friendliness and block sizes,
which suggests that the physical forms of the employment
center and placemaking elements are even more important
in this context.
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Parking
Parking Pricing
Parking pricing still forms an important policy in transportation planning and demand
management. With pricing motorists get to pay directly for using parking facilities.
Parking pricing policies are implemented as mobility management strategies to reduce
transport problems, to recover parking facility costs (so the wrong people do not
pay for parking they dont use) and/or to raise revenue for any purpose (necessary to
fund local transportation programs and improvements). In most cases the intended
reasons for parking pricing might be to meet a mix of combined objectives (Litman,
2013). Limited parking availability, inefcient utilization of spaces and excess vehicular
circulation are usually the result of under-regulated on-street parking.
Parking Estimation Models/Strategies
Parking estimation rationale is up to the city to decide in most cases. The important
component is to fnd a balance to addressing parking availability and to improve the
efciency of on-street parking utilization (Litman, 2003). Pricing is also estimated bases
on parking capacity and demand in the city. in cities like San Francisco parking policies
refect the San Francisco General plan mobility element as well as the countywide
transportation plan. City of Irwindale does not currently allow parking structures hence
the implementation of on-street parking pricing policies may be efective. Unlike cities
with cheaper of-street parking there is no other choice for motorists. Pricing can be
fat rates, permit restrictions or adjusted for peak and of-street times (San Francisco
County, 2009).
Parking Revenue
During an interview with the City Director of Finance insufcient funds seemed to be a
major issue in the city, despite the reserve and presence of the mining companies and
industries. Parking pricing if implemented efectively may generate extra revenue for
the City. The revenue may be necessary for street and curb painting and improvements
and other operating expenses for the city (San Francisco County, 2009).
6.4.5 Conclusion
The implication of the recommendations stated in this scenario is premised to a large
extent on funding. During an interview with the City's Director of FInance, it was known
that there is not enough funds to support operating costs in the city. The major funds
the city receives are the Prop A and C funds from the county and proceeds from taxes
and reserves. However, the proceeds from the mining reserves are not enough since
the city ploughs that back as compensation to residents for the pollution exceeded
on the lives of the people.
The Capital Improvement Program (CIP) is also not enough to even support sidewalk
repairs. The problem is that the city may be overlooking a lot of funding opportunities
within reach. Metro has a number of funds for diferent projects cities embark on to
improve transportation and commute to work in the county for residents. An example
is the Transit Oriented Development Grant the City of Duarte received because of the
development vision for the Gold Line station. This is a mechanism the city can explore.
Another funding mechanism would be the parking pricing. As stated in the recom-
mendations above, revenue from on-street parking pricing (though may range from
nothing to very little) can be used to improve and subsidize operating cost of some
of these recommendations.
Funding is one of the most important variables of transporta-
tion development and community development as a whole.
Without economic attainment there is no ability to carry out
improvement plans, redevelop underutilized land, nor create
new development. As such, this section was comprised to
highlight potential funding sources to supplement the recom-
mendations provided within this report.
Currently, the city of Irwindale does not have any projects or
developments in the works in relation to the Gold Line, and
as cities are in recovery from the economic recession that
occurred in the early 2000s, it is imperative that economic
development take place in order to account for the unantici-
pated economic expenditures caused by developing this citys
station. Though there exists funding that support infrastructure
improvements, such as Prop C, TDA, Community Develop-
ment Block Grants, and Measure R, Irwindale does not meet
the necessary requirements to acquire substantial funding
from these resources.
In addition, it is understood that the City of Irwindale has
been in a structural defcit since the recent recession (City
of Irwindale, 2013). While it is not possible for the City to
shoulder the burden of funding improvements to the station
area alone, transportation and infrastructure projects are more
frequently seeking and fnding creative methods of funding.
These factors require attention to additional funding sources
and methods of revenue generation. Below are resources that
could fnancially support the city in revenue generation and
attainment for the development of the station.
1. Bicycle Transportation Account (BTA)
(County of Los Angeles Public Health)
State funds are for up to 90% of city and county projects
that improve safety and convenience for bicycle commuters,
programmed / administrated by Caltrans.
2. Caltrans Bicycle Transportation Account
(County of Los Angeles Public Health)
Out of the Highway Users Fund and the Transportation Tax
Fund the California Department of Transportation (Caltrans)
allocates funds to cities and counties on a matching basis.
6.5 Fundi ng
These funds are to be used for projects that improve safety and
convenience for bicycle commuters. The maximum amount
awarded to grantees is $1 million.
3. Transportation Development Act, Article 3
(County of Los Angeles Public Health)
Funds are allocated to cities within the County for the planning
and construction of bicycle and pedestrian facilities and may
include engineering expenses, right-of-way acquisition, purchase
and installation of bicycle facilities, and other activities.
4.Caltrans Transportation Planning Funds
(County of Los Angeles Public Health)
Caltrans Transportation Planning grant funds projects that
improve mobility and planning, programming, and imple-
mentation of improvement projects. The focal categories
are environmental justice, community-based transportation
planning, and transit planning amongst others.
5. Los Angeles County Transportation Improvement
Program call for Projects program (TIP)
(County of Los Angeles Public Health)
Metro allocates federal, state and local transportation funds
to improve all modes of surface transportation. It distributes
transportation funds to regionally signifcant projects every
other year. Metro accepts Call for Projects applications in
the following categories: Regional Surface Transportation
Improvements; Goods Movement; Signal Synchronization and
Bus Speed Improvements; Transportation Demand Manage-
ment; Bikeways Improvements; Pedestrian Improvements;
Transit Capital; and Transportation Enhancement Activities).
6. California State Parks: Statewide Park Program
(County of Los Angeles Public Health)
In support of recreational opportunities for underserved
communities, the Statewide park program awards grants to
the creation of such health benefts to youth, senior citizens,
families, and other populations. This grant was created to
meet recreational, cultural, social, educational, and environ-
mental needs.
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Final
Recommendation
The fnal recommendation proposed is a combination of the recommen-
dations of the Irwindale station as a destination and a commuter station
detailed in 6.2 and 6.3 of the report.
References
Banerjee and Associates, (2003). An overview of common parking issues, parking management options and creative solutions.
City of Pasadena Department of Transportation, Pasadena Retrieved from http://www.ci.pasadena.ca.us/WorkArea/
DownloadAsset.aspx?id=6442458878
Bike San Gabriel Valley, 2014, Retrieved from: http://www.bikesgv.org/
Cervero, Robert. The Transit Metropolis. New York: Island Press, 1998.
Cervero, Robert. Americas Suburban Centers: The Land Use-Transportation link. Boston: Unwin-Hyman. 1989
City of Irwindale. (2013). Annual Budget Fiscal Year 2013-2014.
Department of Public Work, LA County, San Gabriel River Master Plan, 2006, Retrieved from: http://dpw.lacounty.gov/wmd/
watershed/sg/mp/
Kuby, M. Barranda, A, Upchurch, C. Factors Infuencing Light-Rail Station Boarding in the United States. Transportation
Research Part A: Policy and Practice, Volume 38, Issue 3, (2004): 223-247
Litman, T., (2013). Parking management: comprehensive implementation guide. Victoria Transport Policy Institute.
Retrieved from http://www.vtpi.org/park_man.pdf
NHHS Rail Program. (2014). Transit-Oriented Development (TOD) Success Stories. Retrieved from: http://www.nhhsrail.com/
pdfs/TODcasestudydraft_100311.pdf
Pivo, Gary and Frank Lawrence. Impacts of Mixed Use and Density on Utilization of Three Modes of Travel: Single-Occupant
Vehicle, Transit, and Walking. Transportation Research Record 1466. 1995
San Francisco County Transportation Authority, (2009). On-street parking management and pricing study. Final Report
Adopted by the Authority Board. Retrieved from http://www.sfcta.org/sites/default/fles/content/Planning/Parking
ManagementStudy/pdfs/parking_study_fnal.pdf
San Gabriel River Trail, Trail Link, 2014, Retrieved from: http://www.traillink.com/
Santa Fe Dam Recreation Area, Department of Parks and Recreation, LA County, 2014, Retrieved from:
http://parks.lacounty.gov/wps/portal/dpr/Parks/Santa_Fe_Dam_Recreational_Area
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7.2 Summar y of Recommendati ons
As a Commuter Station and a Destination
Summary of Objectives
To increase commercial, business, and residential intensity to increase density and activities
near the Station in order to enhance transit ridership and attract more private investment
To provide well-served and user-friendly parking facilities for commuters on weekdays,
travelers/bike enthusiasts on weekends, and local residents at daytime and nighttime
To improve and maintain the bike lanes linking the station with Santa Fe Dam Recreational
Area and employment hubs in the entire city and provide local employees and residents with
shared-biking program
To provide a pedestrian/biking friendly environment with open space and public art for
commuters, biking enthusiasts and local residents via integrated urban design of the whole
station area
Goal: Create a great destination and enhance experiences in Irwindale
Objective: Model the Irwindale Gold Line station as both a commuter station and destination
Pedestrian and Bike Improvements
Create and improve bicycle and pedestrian linkages
Class III bike route within Northeast Industrial zone adjacent to the station
Class II bike lanes on N. Irwindale and Arrow Hwy
Class II bike lanes on N. Irwindale and W. 1st Street
Adopt bike and pedestrian design strategies (as outlined in Station as Commuter
Station Discussion) for county and bicycle facilities
Improve pedestrian environment
Improve ramps near platforms for all especially people with disabilities
Add painted crosswalk at intersections near the station and sidewalk amenities to
increase the comfort of pedestrian activity in the area
Install street trees on east side road of North Irwindale Avenue
Improve walking experiences from parking structure to platform
Adopt pedestrian connectivity and pedestrian comfort enhancement strategies
Build several bike lanes from the station to the Santa Fe Dam and San Gabriel River Trail
Create bike-shared system in Irwindale and provide facilities support for bike riders
Integrate design of station platform, local transit interface and bike/ped facilities
Adopt county wide design guidelines for bicycle and pedestrian improvements (See station
as a destination discussion)
7.1 Justifcation
The new industrial design guidelines specifcally states the city has reached its turning point
while seeing a lot of changes in the type and commercial developments taking place in the
city. The lifespans of some of the sand and gravel business are coming to an end creating
opportunities for the City to enhance the new commercial and industrial development. Even
though the quarries and the large extent of industrial uses have defned the character of the
city more than many other Southern California cities, the dominated Hispanic community has
prospects for future urban development. (City of Irwindale, 2009)
Reasons include but not limited to the followings:
The city of Irwindale and the community for that matter possess growth qualities in the
next couple of years.
Revenue generation and the attraction of the city to Private investment, more job creation.
The realization of the full benefts of the Gold Line Light Rail Station depends to the large
extent The full benefts of the light rail system creating opportunities for future travel and
great experiences.
A combination of recommendations for the station as both a Commuter Station and destina-
tion/Recreation is been proposed.
As a Commuter Station
The stations proximity to the I-210/I-605 interchange will attract commuters before they hit
the gridlock. The recommendations will include policies, programs and strategies as proposed
in the scenario 2 above.
Summary of Objectives
Enhance the business community near Irwindale Station
Enhance the non-motorized access for employees around the Station
Improve the transit Linkage for workers around the station
Provide high-quality parking service for commuters
Guarantee the interests of residents
As a Recreation/Destination
With a mix of options and improvements the Irwindale station will not only be a commuter
station but also a destination. The city of Irwindale has a number of potentials, signifcant
ones being the Santa Fe Dam and Recreation area and proximity to the San Gabriel Bike trail.
A number of regional programs can be adopted to give the city and the station great experi-
ences for residents, commuters and guests alike.
Summary of Objectives
To make the Santa Fe Dam an attractive and livable regional destination.
To improve the linkage between Santa Fe Dam and the Irwindale Station and create convenient
and comfortable connection between them.
To create a commuter-friendly destination station.
Appendix: Author Biographies
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1. Bicycle Transportation Account (BTA) (County of Los Angeles Public Health)
2. Caltrans Bicycle Transportation Account (County of Los Angeles Public Health)
3. Transportation Development Act, Article 3 (County of Los Angeles Public Health)
4. Caltrans Transportation Planning Funds (County of Los Angeles Public Health)
5. Los Angeles County Transportation Improvement Program Call for Projects program (TIP)
(County of Los Angeles Public Health)
6. California State Parks: Statewide Park Program (County of Los Angeles Public Health)
7.3 Summar y Fundi ng Str ategi es
Implement bike rental strategies from station area to Santa Fe Dam and the San Gabriel bike
trial connections
Extend the already planned bikeways in Azusa to the San Gabriel Trail, which provides a
good opportunity for the bicyclists from these two cities.
Transit
Enhance the transit service including minimal and predictable wait times between modes
Ensure relatively frequent headways for connecting buses
Implement incentives for Transportation Demand Management (TDM) as adopted by employers
Provide Peak Hour Shuttle Service for workers to access Irwindale Station
Provide shuttle services in weekend to connect the station (parking lots) and Santa Fe Dam.
Parking
Implement appropriate parking management strategies
Residential parking permit ordinance
Preferential parking for carpools and vanpools
Subsidize employee parking when necessary
Utilize the existing parking lots in weekend to serve the visitors and charge comparatively high parking fee.
Provide shuttle services parking facilities
Institute parking pricing especially on city streets
Land Development
Increase mixed-uses and density around the station by redeveloping the existing nearby vacant land area
Use public art to enhance station area identity.
Update the General to leverage opportunities near the station and the City in General
Amend GP Land Use Element to reallocate land uses and increase intensity around station
Update Zoning Ordinance to Encourage mix use of Industry/Business Park and increase density via FAR control
Set up Parking Limit around the Station to Promote Transit Ridership
Santa Fe Dam and Recreation Area/San Gabriel Bike Trail connections
To boost more events in Irwindale by using the advantage of Gabriel River Bike Trail and CicloSGVia
Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel River Trail
Enhance the marketing of Santa Fe Dam to increase the market segments.
A P P E N D I X | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | A P P E N D I X
Priscilla Appiah
Master of Planning
University of Southern California, Los Angeles
priscilla.bappiah@gmail.com
(909) 289-2157
Priscilla Appiah is a Master of Planning student concentrating on Transportation and Infrastruc-
ture Planning in addition to pursuing the Graduate Certifcate in Transportation Systems at the
USC Sol Price School of Public Policy and will graduate in May of 2014.
She holds an undergraduate degree in Development Planning from the Kwame Nkrumah
University of Science and Technology Kumasi, Ghana. While in Ghana she worked at the Value
Added Tax (VAT) Service, a subsidiary of the Internal Revenue Service as a business advisory and
monitoring ofcer. She also assisted in the preparation of Municipal Medium Term Development
Plan at the Municipal Planning Department in Sunyani, Ghana.
She currently interns at the Local Programming Department of the Los Angeles Metropolitan
Transportation Authority assisting with Federal, State and Local Funding allocations for municipal
operators and local transit agencies in Los Angeles County. Specifcally, she deals with the alloca-
tion of Prop A, C and Measure R funds through the National Transit Database (NTD) program
and Transportation Development Act (TDA). She is also been Research Assistant at the USC Sol
Price School of public policy since Fall 2012.
Ms Appiah sees her profession at the intersection of Transportation planning and engineering
with rubrics from the transportation systems certifcate. She looks forward to assisting in the
development of more efcient, efective and sustainable transportation policies, to improve
modal networks through sustainable transportation infrastructure. Specifcally, she is interested
in trafc impact assessment and transportation management models, Transit Oriented Develop-
ment, Complete Streets, parking management, port planning and operations and transportation
funding.
Priscillas greatest inspiration is to use her knowledge in infrastructure and transportation around
the world, mostly African countries after she gains enough relevant experience in US.
Sean Inkelaar-Cruz
Master of Planning
University of Southern California, Los Angeles
inkelaar@usc.edu
(213) 880-6750
Sean Inkelaar-Cruz is a Master of Planning student, with a concentration in Sustainable Land
Use Policy. I am starting my second year this semester and hope to be fnished with my masters
degree in December. My undergraduate degree was also from USC and was in Public Policy,
Planning, and Development.
He currently works for the Los Angeles County Metropolitan Transportation Authority (Metro) as
an Entry Level Trainee. At Metro he is assigned to Highway Operations and recently Congestion
Reduction. He has been exposed to projects that are mostly ITS in nature and focus on Southern
California 511 (511). He has worked on projects to improve the interactive voice recognition (IVR)
of 511 as well as a data integration project that would share Express Lanes data with CalTrans,
RIITS, and 511. He has also worked on a small video wall project to replace the 3rd foor video
wall at Metros Headquarters. His primary project has to do with a Veterans Transportation and
Community Living initiative Grant that is a partnership between the FTA, Metro, and LA SAFE.
This project looks to improve or create a one call/one click transportation information resource
center and to bring transportation agencies and military and veteran service organizations
around the issue of transportation for veterans, the active military community, their families,
and other disadvantaged populations in Los Angeles County. He is currently working with
the VA and Mayors ofce to install transportation kiosks and real time vehicle tracking at VA
facilities across Los Angeles County.
Sean is a combat Veteran and a current member of the California Army National Guard with a
total military service of over 13 years of time.
Sean is interested in working with Public or Private Agencies with particular focus on newest
technologies and practices in use within the transportation planning profession that will help
to keep.
A P P E N D I X | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | A P P E N D I X
Weining Liang
Master of Planning
University of Southern California, Los Angeles
weiningl@usc.edu
(213) 880-6750
Weining Liang is a Master of Planning student at the USC Sol Price School of Public Policy and
will graduate in May of 2014. Her interest in the Transportation and Infrastructure Planning
concentration is infuenced by her home city Guangzhou, one of the largest cities in China.
Ms Liang received her Bachelors degree in Southern China Normal University, with a major in
Urban & Rural Planning and Resource Management. During the 4 years at South China Normal
University, she was wholly bathed in the learning of city and the environment and especially
found her extreme passion for urban planning. Also, inspired by The Image of the City of Kelvin
Lynch, she realized that one of the important elements in city is how roads would have a great
impact of peoples recognition of the city. In the gradual learning of urban planning, she has
shown special concern on the relationship between urban form and transportation and how
they are relate and infuence each other.
She interned at Guangdong Urban & Rural Planning and Design Institute assisting in Urban
Planning project of Nanxiong City. Her duties included data collection and analysis, making the
city terrain maps with AutoCAD, working out the data forms for reference and fnally analyzing
the population, living conditions and the economic status. Then, in 2011 summer, I interned in
the Information Complication and Research Center of Guangzhou Development Zone Urban
Planning, in where responsible for checking the publishing and description of the schemes,
collating the bidding information for various projects, calculating the gross area and assisting
to write the report on Twin Islands City Design.
While pursuing her graduate degree at USC, Weining interned at the Innovation Center of Energy
and Transportation (iCET) set up to improve the US-China collaboration in clean tech products.
During her internship, she successfully assisted in several big events, such as US-China Clean Truck
Summit, held on Oct. 2013, in Shanghai. Her internship experience in iCET has exposed her to a
lot of frontier information in transportation, such as new energy vehicles and electric vehicles.
Jie Miao
Master of Planning
University of Southern California, Los Angeles
jiemiao@usc.edu
(213) 453-0283
Jie Miao is a Master of Planning student at the student at the USC Sol Price School of Public
Policy, with a concentration in Sustainable Land Use Planning and will graduate in May of 2014.
She previously obtained her Bachelor and Masters degree of Engineering in Urban Planning
at Tongji University (TJU), Shanghai.
While in China, Ms. Miao interned at Shanghai Tongji Urban Planning & Design Institute for two
years, assisting in the development of master plans and historic preservation plans. After her
graduation from TJU, she worked as a land use planner and urban designer for one and a half
years at a private planning/design consulting frm, mainly involving in new town conceptual
development plan and urban design projects. She also obtained her professional license and
become a National Certifed Urban Planner in China since December 2010.
Currently, Ms. Miao is a planning intern at Southern California Association of Governments
(SCAG), serving at the Research and Analysis Department in Land Use and Environmental
Planning Division. Since she started this internship in October 2013, she has been participating
in the initial process for the development of 2016-2040 Regional Transportation Plan / Sustain-
able Communities Strategy (2016 RTP/SCS). Her tasks include assisting in using GIS to update/
maintain parcel level land use data sets and produce GIS maps, inventory of SCAG region
specifc plans, attending one-on-one meetings and preparing meeting notes. Besides, she also
helps follow-up and document 2016 RTP local input, and contact with local jurisdictions. Prior
to undertaking this internship, Ms. Miao served as a GIS Assistant working at the CAD Services
Department in the USC Facilities Management Services for three months.
Ms. Miao considers herself as a self-motivated, passionate planning practitioner. Her planning
interests include sustainability, mixed-use, TOD, urban design, water issues, and LEED ND, etc.,
and working to promote smart growth and sustainable development through local jurisdic-
tions cooperation at the regional level.
A P P E N D I X | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | A P P E N D I X
Elenna Salcido
Master of Planning
University of Southern California, Los Angeles
ecsalcid@usc.edu
(626) 617-3439
Elenna Salcido is a Master of Planning student with a concentration in Transportation and
Infrastructure at the USC Sol Price School of Public Policy and will graduate in May of 2014. The
native Angeleno went to University of California, Riverside, where she graduated with honors in
three years, with a Bachelor of Arts in Political Science. In the nine months between graduating
undergraduate and beginning graduate school at the University of Southern California, Elenna
worked as a recreation and education after school instructor for 4th and 5th graders at Rio Vista
Elementary School in Pico Rivera, CA.
Ms Salcido became aware of the feld of urban planning after taking a local government and
politics class at UC Riverside. This led to an internship with the South Coast Air Quality Manage-
ment District in the summer of 2011, where she did work involving air quality and transporta-
tion-related policy. Living without a car for three months in early 2011 while working 35 hours
a week and attending school full-time also increased her awareness of the role transportation
systems play in an urban setting. This prompted her to abandon her law school intentions and
study urban planning.
After a second term as an intern with the South Coast AQMD working in air quality planning and
municipal energy policies, Elenna became a Student Professional Worker with the City of Los
Angeles Department of Transportation, where she gained background and work experience in
capital projects and feld engineering. She is currently an intern for the Transportation Planning
division of the Port of Long Beach, where she does work relating to trafc management and
technical transportation studies. Elenna was particularly driven to work at the Port because of a
long-standing interest in goods movement and reducing air pollution related to freight.
Yuan Shao
Master of Planning
University of Southern California, Los Angeles
yuanshao@usc.edu
(323) 356-4286
Yuan Shao is pursuing the Master of Planning degree at the USC Sol Price School of Public Policy,
with a concentration in Transportation and Infrastructure Planning and will graduate in May of
2014. Currently Yuan Shao serves as an intern at the Modeling and Forecasting Department of
Southern California Association of Governments, assisting in the fundamental data forecasting
process for the development of 2016-2040 Regional Transportation Plan / Sustainable Commu-
nities Strategy (2016 RTP/SCS). Her tasks includes coordinating One-on-One meetings with
local jurisdictions for Socio-economic Development data input and refect the input into data
analysis; processing essential data for SED Data Forecasting, collecting local projects informa-
tion and exhibiting them in GIS for Inter-government Review and using GIS to process Scenario
Planning Zones for Scenario Planning Model.
Yuan Shao received her Bachelors degree in Architecture at Tsinghua University in Beijing in
July 2011. After graduation, she worked in Tsinghua Urban Planning Institute for one year and
participated in several kinds of projects like Strategic Plan, Master Plan and Urban Design. During
her study at USC from 2012, Ms. Shao not only completed course works on transportation policy
and planning, trafc impact analysis, but also on Microeconomics, Demography and Real Estate.
Ms. Shaos undergraduate study established her Aesthetics and Illustration basis, and planning
study at USC built her profession interest as a Urban Planner. She is highly interested in trans-
portation planning especially non-motorized trafc system, urban design and data analysis
using statistical methods.
A P P E N D I X | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | A P P E N D I X
Sylvia Smith
Master of Planning
University of Southern California, Los Angeles
sylviasm@usc.edu
(925) 852-4751
Sylvia Smith is a dual degree student of the Master of Planning at the USC Sol Price School of
Public Policy and Master of Social Work at the USC School of Social Work with a concentration
in Community Organization, Planning and Administration, and will graduate in May of 2015.
She received a Bachelors degree in African American Studies with a minor in Women Studies
from the University of California, Irvine. With a passion and interest in people and the health of
their communities, she decided to pursue a Dual Masters in Planning and Social Work to enhance
her knowledge of public policy, management, development and various health agendas that
directly infuence the health of American and global communities. Prior to graduate school at
USC, her academic and work as a Research Assistant on various health and community projects,
director of a pilot health program, Workforce Investment Act youth case manager, and therapeutic
arts instructor have encouraged her interest in feld study analysis, program development, and
urban consulting.
Her frst feld placement agency was the Valley Community Clinic in North Hollywood at USC
where she worked in the Behavioral Health Services department. She served generally low
income Medicaid and Medicare clients. The modalities of the department honed in on clinical
and micro-level frameworks.
Currently, Ms Smith interns at the Human Services Division City of Santa Monica. Her duties include
working closely with police department, county service agencies, human service analysts, and
Santa Monica homeless service providers to create action plans regarding the chronic homeless-
ness issues throughout the city. Additionally, she is developing a program evaluation tool and
process map for Santa Monicas homeless agencies regarding the transition from homelessness
to permanent housing as well as creating goals, outcomes, objectives, and evaluation tools for
the Citys Youth center, which focuses on youth academic, career, and social development.
At USC Sylvia ventures to become well versed in modalities, frameworks, policies, and best
practice models that concern community programming, development, planning, and evaluation
while maintaining the ability to think creatively and adapt to the ever-changing environment.
Jueyu Wang
Master of Planning
University of Southern California, Los Angeles
jueyuwan@usc.edu
213-361-9183
Jueyu Wang is a Master of Planning student a USC Sol Price School of Public Policy, with a
concentration in Transportation and Infrastructure Planning, and will graduate in May of 2014.
She obtained her Bachelor of Science degree in Geography from East China Normal University
in 2012.
Ms. Wang currently serves as an intern for the Modeling and Forecasting of Department in the
Southern California Associations of Governments, assisting in developing 2016 RTP/SCS. She is
involved in Scenario Model Planning, which is developed to analyze the impacts of local land
use and policy decision and to assist in the development of 2016 RTP/SCS and other scenario
analysis.
Prior to graduate school, Ms. Wang participated in several planning and research project in
China, which has diverse focus including regional economic development, urban spatial struc-
ture analysis, travel behavior and real estate. As an intern in Tongji Urban Design and Planning
institute, Shanghai, Ms. Wang participated in the project of Yan-Lin-Xia economic development
Planning, assisting in identify the advantageous industries and the future supportive policy.
Ms. Wang professional interests include transportation and land use interaction, travel demand
management policy, impacts of mega transportation infrastructure on economic development
and international infrastructure planning and development. After graduation, Ms. Wang want
to continue pursue a doctoral program in Urban Planning and dedicate herself in the research
on the interaction between urban form and transportation, especially exploring it under the
context of China, which has increasing automobile ownership and trafc concerns.