HomeMy WebLinkAboutD-2 Attachment 3 - TOD Specific Plan redline editsCity of Azusa
AZUSA TOD SPECIFIC PLAN
Adopted November 16, 2015
Amended June 19, 2017
Amended Month Date XX, 2018
City of Azusa
TOD Specific Plan
Adopted by:
Ordinance No. 2015-011
Amended by:
Ordinance No. 2017-06
Ordinance No. 2018-XX
Prepared for:
City of Azusa
213 East Foothill Boulevard
Azusa, CA 91702
Funded by:
Los Angeles County Metropolitan Transportation Authority
Prepared by:
RRM Design Group
Planning and Urban Design
In collaboration with:
Fehr & Peers
Transportation Planning
The Natelson Dale Group
Economic, Financial and Market Analysis
CONTENTS
ACKNOWLEDGMENTS
City Council
Joseph R. Rocha, Mayor
Edward J. Alvarez, Mayor Pro Tem
Uriel E. Macias, Council Member
Angel A. Carrillo, Council Member
Robert Gonzales, Council Member
Planning Commission
Robert Donnelson
Jack Lee
Jesse R. Avila, Jr.
Anthony Contreras
Suzanne Avila
City Staff
Kurt Christiansen, AICP, Director of Economic and Community Development
Edson Ibanez, Assistant Planner
Daniel Bobadilla, Interim Public Works Director
Collette Morse, AICP, Morse Planning Group, Consulting Staff
CONTENTS
CONTENTS
1.0 INTRODUCTION ...................................................................1-1
1.1 Purpose ....................................................................................1-1
1.2 Specific Plan Area ..................................................................1-2
1.3 What is a Specific Plan ...........................................................1-3
1.4 Document Organization ........................................................1-4
1.5 Relationship to Other Planning Documents ........................1-5
1.6 Outreach Process ...................................................................1-6
1.7 Vision and Guiding Principles ..............................................1-12
2.0 LAND USE AND URBAN FORM ............................................2-1
2.1 Introduction .............................................................................2-1
2.2 District-Based Approach ........................................................2-3
2.3 Gold Line District ...................................................................2-12
2.4 Downtown District .................................................................2-22
2.5 Downtown Expansion District ..............................................2-36
2.6 Route 66 District ....................................................................2-48
2.7 Transition District ....................................................................2-62
2.8 Civic District ...........................................................................2-73
3.0 MOBILITY, COMPLETE STREETS, AND STREETSCAPE
IMPROVEMENTS ..................................................................3-1
3.1 Introduction .............................................................................3-1
3.2 Pedestrian Access and Improvements ................................3-4
3.3 Circulation and Street Improvements ................................3-10
3.4 Bicycle Access and Improvements ....................................3-27
3.5 Public/Private Transit ............................................................3-30
3.6 Streetscape Furnishings ........................................................3-32
3.7 Gateways and Signage ......................................................3-39
4.0 INFRASTRUCTURE AND PUBLIC UTILITIES ............................4-1
4.1 Introduction .............................................................................4-1
4.2 Potable Water .........................................................................4-1
4.3 Sanitary Sewer .........................................................................4-1
4.4 Storm Drainage .......................................................................4-2
4.5 Dry Utilities ................................................................................4-3
4.6 Community Services ...............................................................4-3
5.0 IMPLEMENTATION STRATEGIES AND FINANCING .............5-1
5.1 Introduction .............................................................................5-1
5.2 How the Specific Plan Can Attract Private Investment
and Provide Public Benefits ...................................................5-1SECTIONS
CONTENTS
CONTENTS CONT.
5.3 Economic Conditions Influencing Development
Potentials in the Specific Plan Area ......................................5-2
5.4 Summary of New Development Potentials .........................5-4
5.5 Financial Analysis of Alternative Development Projects
at Azusa Opportunity Sites .....................................................5-5
5.6 Creating the Conditions for Attracting Private
Investment - City’s Role and Tools ........................................5-6
5.7 Potential Funding Sources and Financing Mechanisms ....5-8
5.8 Implementation Action Plan ...............................................5-12
6.0 ADMINISTRATION ................................................................6-1
6.1 Introduction .............................................................................6-1
6.2 Specific Plan Authority and Adoption .................................6-1
6.3 Specific Plan Amendments ...................................................6-1
6.4 Specific Plan Administration ..................................................6-3
A PARKING MANAGEMENT PLAN ........................................ A-1
B AZUSA OPPORTUNITY SITES ................................................B-1
C FINANCING .........................................................................C-1SECTIONS
APPENDICES
SECTION 1
INTRODUCTION
1 Document Purpose and Organization
INTRODUCTION 1
SECTION 1 CONTENTS
1.1 PURPOSE ..............................................................................1-1
1.2 SPECIFIC PLAN AREA ..........................................................1-2
1.2.1 Context ....................................................................................1-2
1.2.2 City-Owned Property .............................................................1-2
1.3 WHAT IS A SPECIFIC PLAN ..................................................1-3
1.4 DOCUMENT ORGANIZATION .............................................1-4
1.5 RELATIONSHIP TO OTHER PLANNING DOCUMENTS ..........1-5
1.5.1 City of Azusa General Plan ....................................................1-5
1.5.2 City of Azusa Development Code .......................................1-5
1.5.3 Azusa Pacific University Specific Plan ...................................1-5
1.6 OUTREACH PROCESS ..........................................................1-6
1.6.1 Community Outreach ............................................................1-6
1.6.2 Opportunities and Constraints .............................................1-7
1.7 VISION AND GUIDING PRINCIPLES ..................................1-12
1.7.1 Vision ......................................................................................1-12
1.7.2 Guiding Principles .................................................................1-12
1.7.3 Transit-Oriented Development ............................................1-14
1.7.4 Sustainability ..........................................................................1-15
1.7.5 Healthy Communities ...........................................................1-20
1.7.6 Crime Prevention Through Env. Design ..............................1-22
1-1 Specific Plan Area Location Map .....................................1-2
1-2 Specific Plan Area Opportunities and Constraints ........1-10
FIGURESSUBSECTIONS
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-1
May 2018
1.1 PURPOSE
The Azusa Transit-Oriented Development
(TOD) General Plan/Development Code Update
and Specific Plan (herein referred to as the
Azusa TOD Specific Plan, or, simply Specific
Plan) is a comprehensive document that will
implement the vision for the Specific Plan Area
as established by the City of Azusa planning
process.
A Specific Plan is a regulatory tool that local
governments use to implement the General
Plan and to guide development in a localized
area. While the City of Azusa General Plan is the
primary guide for growth and development in
the community, the Specific Plan is able to focus
on the unique characteristics of a specialized
area. This Azusa TOD Specific Plan was prepared
pursuant to Section 65450 et seq. of the
California Government Code.
City of Azusa seal at Azusa Avenue and the 210 freeway.
INTRODUCTION1
1-2 City of Azusa | TOD Specific Plan
May 2018
1.2.1 Context
The Specific Plan Area includes two future
transit stations. Future development at the
Azusa Downtown Gold Line Station (at Alameda
Avenue) and the APU/Citrus College Gold Line
Station (at Citrus Avenue) is the impetus for
this Specific Plan planning process. The Specific
Plan Area encompasses approximately 1/4-mile
radius from each of these future stations and is
bounded by 10th Street to the north, Angeleno
Avenue to the west, 5th and 6th Streets to the
south, and Citrus Avenue to the east (Figure 1-1).
The Specific Plan establishes land use regulations
and development guidelines for a total of 350
acres of land that comprise the Specific Plan
Area. A central focus of this Specific Plan is the
1.2 SPECIFIC PLAN AREA
Azusa Downtown, an area located directly to the
south of the Azusa Downtown Gold Line Station
between Dalton Avenue and San Gabriel Avenue
to the east and west, and 9th Street and Foothill
Boulevard to the north and south.
1.2.2 City-Owned Property
The Specific Plan Area encompasses several
City-owned properties which are designated as
Key Opportunity Sites. Economic feasibility of
potential development and “highest and best
use” for several of the sites are presented in
greater detail within Section 5, Implementation
Strategies and Financing.
Goldline & BNSF Railway
8th St
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid Ave9th St
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
Azusa DowntownStation
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/Citrus College Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA Specific Plan Area
0 500 1,000250Feet µ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
City-Owned Opportunity SitesFigure 1-1: Specific Plan Area Location Map
City-Owned Opportunity Sites
NGold Line Stations
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-3
May 2018
1.3 WHAT IS A SPECIFIC PLAN?
A specific plan is a document designed to
implement the goals and policies of the
General Plan. A specific plan contains detailed
development standards and regulations,
distribution of land uses, infrastructure
requirements, and implementation measures
for the development within a designated area.
A specific plan is similar in nature to the a
development zoning code because it deals
with implementation through the use of
development regulations. Unlike the Azusa
Development Code, specific plans are targeted
to specific planning areas. This allows for both
greater flexibility and more specificity to focus
regulations and standards to achieve specific
strategies. These provisions also provide a
greater level of assurance to prospective
developers and the development community
relative to the City’s long-term goals for a
specific geographic area.
It is important to note that a specific plan only
establishes land use zones and development
standards. Actual development proposals,
building placement, and design of individual
projects will come through private investment
following the adoption of a specific plan.
As required by Section 65450 et seq. of the
California Government Code, this Specific
Plan is organized into six separate sections.
Organization of the Specific Plan into sections
not only details the intent and purpose of each
section but also provides clarity for the end
user.
New courtyard housing development within the Specific Plan
Area.
Downtown Azusa looking north on Azusa Avenue.
INTRODUCTION1
1-4 City of Azusa | TOD Specific Plan
May 2018
Section 1: Introduction
The introduction discusses the purpose and
organization of this document and the Specific
Plan Area boundary. This section describes
the community’s vision for the Specific Plan
Area, as a result of public outreach and
hearings. In addition, the Azusa TOD Specific
Plan’s relationship to the City’s Development
Code and other pertinent City documents and
policies are discussed in this section.
Section 2: Land Use and Urban Form
This section sets forth general provisions for
development within the Specific Plan Area
and details the permitted land uses and
development standards for each district.
Section 3: Mobility, Complete Streets,
and Streetscape Improvements
This section provides direction for public
improvements for the entire Specific Plan
Area. Topics include: public plazas and parks,
recommended street trees, lighting, street
furnishings, crosswalks, public art, public
right-of-way landscaping, and gateway design
treatments. This section focuses on pedestrian
and vehicular circulation and contains
recommendations for the street environment
and transit mobility.
Section 4: Infrastructure and Public
Utilities
This section addresses essential infrastructure
requirements for future development within
the Specific Plan Area, including water, sewer,
stormwater, solid waste, schools, police, fire,
parks, and library services.
1.4 DOCUMENT ORGANIZATION
Section 5: Implementation Strategies
and Financing
This section provides implementation
strategies and direction for achieving the goals
set forth within the Azusa TOD Specific Plan.
It also examines City-owned key opportunity
sites within the Specific Plan Area and provides
recommendations for these properties.
Section 6: Administration
This section describes the authority of the
Azusa TOD Specific Plan, project review
procedures, and the administrative procedures
required for amendments and/or modifications
to the Azusa TOD Specific Plan.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-5
May 2018
1.5.1 City of Azusa General Plan
The General Plan is the City’s governance
document for guiding decision making and
outlines the City’s visions and policies. The
Azusa TOD Specific Plan is consistent with the
General Plan and provides for more precise
implementation of goals, objectives, and policies
outlined within the General Plan.
1.5.2 City of Azusa Development Code
The City of Azusa Development Code is the
primary regulatory document that implements
the General Plan. It provides specific goals,
policies, programs, and development regulations
that are applicable to individual neighborhoods,
districts, and corridors that are consistent with
the General Plan.
This Specific Plan is also a regulatory document
which supersedes the Development Code within
the Specific Plan boundary. In cases where the
Specific Plan conflicts with the Development
Code, the Specific Plan will take precedence.
Where the Specific Plan is silent on a topic(s), the
Development Code will remain in effect.
1.5 RELATIONSHIP TO OTHER PLANNING DOCUMENTS
1.5.3 Azusa Pacific University Specific Plan
The Azusa Pacific University (APU) Specific
Plan is a comprehensive guide to defining the
future physical development and character of
the main campus of APU. The APU Specific Plan
incorporates comprehensive development plans,
development standards, and design guidelines
that set forth appropriate uses and provides for
aesthetic, cohesive, and quality of future APU
campus development. This document will remain
the guiding document for the geographic area
that falls within its boundary.
While portions of the APU West Campus lie
within and adjacent to the Azusa TOD Specific
Plan Area, the Specific Plan does not impact the
plans, standards, and guidelines set forth in the
APU Specific Plan. As noted within this Specific
Plan, the APU West Campus areas have been
designated as ‘Areas of No Change’.
City of Azusa General Plan Azusa Pacific University Specific Plan
INTRODUCTION1
1-6 City of Azusa | TOD Specific Plan
May 2018
1.6 OUTREACH PROCESS
1.6.1 Community Outreach
On May 21, 2014, the City of Azusa and RRM Design Group
(consultant) hosted a public workshop to solicit community
participation, design ideas, and project input regarding the
Azusa TOD Specific Plan project. Different segments of the
community were represented by residents, business owners,
decision makers, and city staff. Project goals and objectives
were presented with community members providing input
and opinions regarding Azusa’s town character and ideas
for potential future projects and development. These ideas
were listed on large banners and participants were then
given the opportunity to vote up to four times on the ideas
most important to them. The “Ideas for the Future” that
received the most votes were:
• Three-story mixed-use
• Outdoor Dining
• Remove Landscape Medians – Add Bike Lanes
(Foothill Boulevard, Alosta, and Citrus Avenues)
• Brand Name Hotel/Conference Facilities
• Amphitheater at Veteran’s Park (music)
• Healthy Eating Choices
• More Decorative Street Lights – More Places
• Major Grocery Store
• Bicycle Routes
• Visitor Center with Historic Emphasis
• Historic/Artistic/Entertainment Destination Trail
(like Freedom Trail)
Maps of the Specific Plan Area with potential opportunities
were then laid out on several large tables. Groups of
community members were encouraged to gather around
and list their ideas or issues concerning the future
planning of Azusa in relation to the Specific Plan Area. This
collaborative effort was a success and much information was
collected. These ideas became the foundation for many of
the recommendations contained within this Specific Plan.
Participants present their ideas.
Overall project presentation to the public.
Participants engage in mapping exercise.
Issue identification and prioritization exercise.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-7
May 2018
1.6.2 Opportunities and Constraints
Opportunities
The Azusa TOD Specific Plan Area contains many
opportunities for reinvestment and improvement
of the City’s existing urban framework.
Opportunities include:
• The extension of the Gold Line rail line
to the Azusa Downtown and APU/Citrus
College stations has been anticipated for a
number of years. Targeted improvements
and enhancements to complement
these new regional transit connections
have been gathered through community
discussion and public outreach. These
efforts were used as a starting point for
developing this Specific Plan.
• Azusa Avenue (State Route 39) and Foothill
Boulevard (Route 66) traverse through, and
intersect within, the Specific Plan Area.
Both roads provide ease of access for the
greater Azusa community to the Specific
Plan Area. Azusa Avenue’s connection to
Azusa Canyon, Angeles National Forest,
and the recently designated San Gabriel
Mountains National Monument will
continue to draw people into the City.
Foothill Boulevard’s historic past and
regional connections will also continue to
draw a wide customer base to the Specific
Plan Area.
• Located within the Specific Plan Area,
Azusa Pacific University contains a
population of approximately 11,000
students. Directly to the east, Citrus
College contains a population of
approximately 12,000 students. Students
attending these nearby colleges represent
a large population of potential transit
Azusa Downtown Gold Line Station signage - new transit stations
will provide improvements and enhancements for the community.
Azusa Avenue (State Route 39) is the primary Downtown street and
the gateway to the San Gabriel Mountains National Monument.
Local college students proximity to the Azusa Downtown Station
represents potential for increased business patronage and transit
ridership.
INTRODUCTION1
1-8 City of Azusa | TOD Specific Plan
May 2018
Small and privately owned parcels pose potential difficulties in
implementing the overall vision and improvements for the Specific
Plan Area.
riders and provide a large customer base
for local restaurant, retail, and commercial
businesses within the Specific Plan Area.
• A number of vacant parcels within the
Specific Plan Area are owned by the City
of Azusa. This Specific Plan has identified
these parcels as key opportunity sites
for redevelopment around the Azusa
Downtown Gold Line Station and
Downtown Azusa.
• Existing streetscape beautification
amenities along Azusa Avenue provide
the framework for an enhanced and
safer pedestrian experience and will
complement future development. This
Specific Plan identifies areas where
additional streetscape improvement efforts
will build upon and improve the existing
streetscape environment.
Constraints
While there are many opportunities present
within the Specific Plan Area, there are also a
number of constraints that will require sensitivity
regarding future design and implementation.
Constraints include:
• The lack of buildable area around the
APU/Citrus College Station will focus
new development in and around the
Azusa Downtown Station. This increase in
development intensity will need to take
into consideration adjacency to existing
land uses while at the same time remaining
complementary to, and representative of,
the identity of Azusa.
City-owned opportunity sites directly east of Target represent new
development possibility for the Specific Plan Area.
Lack of buildable parcels near the APU/Citrus College Station will
focus new development intensity around the Azusa Downtown
Station.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-9
May 2018
San Gabriel Avenue north of Foothill Boulevard.
Azusa Avenue looking south adjacent to the CVS building.
San Gabriel Avenue looking north-current configuration limits
pedestrian activity and lacks a Downtown character.
• Throughout the Specific Plan Area, there
are a number of individually owned
private parcels with different owners. This
fragmentation of properties and ownership
may present difficulties for concurrent
development and lot consolidation.
• Single-family residential development
is located within, and adjacent to, the
Specific Plan Area in many locations. As
new development occurs, sensitivity to
existing residential uses will be essential.
This Specific Plan recommends good
neighbor policies, such as setbacks,
landscaping, and screening requirements,
to minimize nuisances imposed on
residential areas.
• The existing Azusa Light and Power and
CVS buildings occupy a prominent block
within the Specific Plan Area and limit
pedestrian connectivity and an active
street environment. Future development
within the Specific Plan Area is required
to be oriented toward and engage the
primary street frontage.
• Street width, speed, and orientation
provide a number of pedestrian constraints
along San Gabriel Avenue. These
constraints have prohibited integration
of this corridor into the downtown
framework. Proposed improvements to
create a safe and welcoming pedestrian
atmosphere may prove difficult without
affecting the general function of this
arterial road.
INTRODUCTION1
1-10 City of Azusa | TOD Specific Plan
May 2018
Æb
Æb ÉÖGoldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusaAveSan GabrielAve10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th StSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3
A2
37
36 DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveHistoricResource
SlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
Temp StreetClosurePaseo Opportunity
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
HistoricResource
STREETSCAPE BEAUTIFICATION
kjPlannedParkingStructure
HistoricDepotã
]
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Azusa DowntownStation
APU/CitrusCollege Station
)
)
ROUTE 66 THEME ÅB
ÅBDate: 6/18/2015
DowntownOpportunities
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
0 510 1,020255Feet
TOD General Plan/Development Code Update and Specific Plan
μ
Parcel Boundary
CITY OF AZUSA
Historic Resource
Potential Paseo
Streetscape Beautification Opportunity
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Transit SiteÆb
TOD Opportunity Sites (City-owned property)
TOD Opportunity Sites
Rosedale Specific Plan Area
University/School Areas
University/School Areas Outside Specific Plan Area
Ampitheater]
Gateway#ÉÖFuture Traffic Control
Potential Street Closure Potential Plaza Opportunities)
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13Downtown Parking Structure
Downtown Transit Plaza
Station Plaza
Figure 1-2: Specific Plan Area Opportunities and Constraints
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-11
May 2018
Æb
ÆbÉÖ Goldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
yAlameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusaAveSan GabrielAve10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th StSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3
A2
37
36DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveHistoricResource
SlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
Temp StreetClosurePaseo Opportunity
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
HistoricResource
STREETSCAPE BEAUTIFICATION
kjPlannedParkingStructure
HistoricDepotã
]
)ROUTE 66 THEME ÅB
ÅBROUTE 66 THEMEÅB
ÅBããElevated Access
ããSLOWã\SLOWStreetClosure
Azusa DowntownStation
APU/CitrusCollege Station
)
)
ROUTE 66 THEME ÅB
ÅBDate: 6/18/2015
DowntownOpportunities
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
0 510 1,020255Feet
TOD General Plan/Development Code Update and Specific Plan
μ
Parcel Boundary
CITY OF AZUSA
Historic Resource
Potential Paseo
Streetscape Beautification Opportunity
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Transit SiteÆb
TOD Opportunity Sites (City-owned property)
TOD Opportunity Sites
Rosedale Specific Plan Area
University/School Areas
University/School Areas Outside Specific Plan Area
Ampitheater]
Gateway#ÉÖFuture Traffic Control
Potential Street Closure Potential Plaza Opportunities)
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13Downtown Parking Structure
Downtown Transit Plaza
Station Plaza
Æb
Æb ÉÖGoldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusaAveSan GabrielAve10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave9th St
Crescent D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th StSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3
A2
37
36 DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveHistoricResource
SlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
Temp StreetClosurePaseo Opportunity
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
HistoricResource
STREETSCAPE BEAUTIFICATION
kjPlannedParkingStructure
HistoricDepotã
]
)ROUTE 66 THEME ÅB
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Notes and Sources:
1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
0 510 1,020255Feet
TOD General Plan/Development Code Update and Specific Plan
μ
Parcel Boundary
CITY OF AZUSA
Historic Resource
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Streetscape Beautification Opportunity
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City Boundary
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SLOWSLOWNotes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
TOD Opportunity Sites (City-owned property)
CITY OF AZUSA
#
Opportunities
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13
Rosedale Specific Plan Area
Route 66 Historic Monument/Intersection Improvements^)
Ampitheater]
University/School Areas
University/School Areas Outside Specific Plan Area
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Site Within 1/4 Mile of Station
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Specific Plan Boundary
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Date: 12/1/2014
Æb
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AT & SF R
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y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid Ave11th St 11th St
Orange AveLemon AveSunset AveAngeleno Ave6th St
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Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
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A3
A2
37
36 DALTONPublicLibrary
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LeeElementary
AtlantisGardens
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STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
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&&&&St Francisof Rome School
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SLOWSLOWNotes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
TOD Opportunity Sites (City-owned property)
CITY OF AZUSA
#
Opportunities
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13
Rosedale Specific Plan Area
Route 66 Historic Monument/Intersection Improvements^)
Ampitheater]
University/School Areas
University/School Areas Outside Specific Plan Area
Streetscape Beautification Opportunity
Site Within 1/4 Mile of Station
Gateway
ÉÖFuture Traffic Control
Transit SiteÆb
TOD Opportunity Sites
Parcel Boundary
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Date: 12/1/2014
INTRODUCTION1
1-12 City of Azusa | TOD Specific Plan
May 2018
1.7.1 Vision
The overall Azusa TOD Specific Plan vision, as
formulated through this Specific Plan effort,
establishes a renewed focus on the future Gold
Line light rail transit stations, Azusa’s Downtown,
and adjacent residential neighborhoods. An
expanded mix of commercial, residential, and
entertainment related land uses will assist in
creating a vibrant energy and bring a sense
of unity to the City of Azusa. Emphasis of this
Specific Plan has been placed on the importance
of mixed-use and pedestrian-oriented
development within the Gold Line Station’s
and Azusa’s Downtown areas in order to build
upon the existing sense of place that residents,
visitors, and workers alike find visually attractive,
friendly and safe, and representative of the
overall values of the City of Azusa.
This Specific Plan envisions the Azusa Downtown
Gold Line Station as a gateway destination
stop that exudes and exemplifies the physical,
historical, and natural characteristics that
embody the City of Azusa. Transit-oriented
development consisting of a healthy mix of
housing, shops, restaurants, offices, and open
spaces will provide a pedestrian-friendly
environment that supports both the character of
the City and transit ridership.
1.7 VISION AND GUIDING PRINCIPLES
1.7.2 Guiding Principles
It will take coordinated actions at all levels to
create the regulatory and funding framework
to allow high-performing and successful transit-
oriented development to emerge within the
Specific Plan Area. Understanding and support
of these guiding principles by a broad array
of interests, including real estate developers,
neighbors, businesses, planning staff, elected
officials, and the local community, is also
essential for successful plan implementation.
Cooperation among regional partners, in
addition to local governmental departments,
will help promote a consistent policy direction
and present a message of certainty to the
private development community. This agency
cooperation and policy certainty will aid
in lowering investment risk and increasing
opportunities for private development.
The TOD strategies, development standards, and
guidelines contained within this Specific Plan
provide ample opportunity to accommodate
projected population and employment growth
in a manner that will support transit use and
walkability. They also encourage economic
development and social equity, promote a
healthful urban environment, and reduce the
environmental impacts of growth. Supporting
businesses and amenities within and adjacent
to 1/4-mile of the station areas, while not
detracting from existing businesses, is key to
continued economic viability and potential
growth.
This Specific Plan lays out the following Guiding
Principles for Azusa policy makers to consider
and use during plan preparation, project review,
and implementation.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-13
May 2018
GUIDING PRINCIPLES
Transit-Oriented Development (refer to Section 1.7.3)
TO-1 Provide zoning and land use regulations focused on the TOD opportunities provided by the future
Azusa Downtown and APU/Citrus College Gold Line Stations.
TO-2 Prioritize TOD opportunities presented by City-owned properties adjacent to the future Azusa
Downtown and APU/Citrus College Gold Line Stations.
TO-3 Provide district-specific development standards and design guidelines that support and encourage
TOD and increase safe, direct, and convenient pedestrian access to transit facilities.
TO-4 Increase development potential within the Gold Line District to sufficiently support high frequency,
rapid transit service, and to provide a base for a variety of housing, employment, local services, and
amenities that support a vibrant station area community.
TO-5 Ensure that land uses within the Gold Line District are transit-supportive and provide a mixed-use
activity node for visitors and the local community.
TO-6 Establish pedestrian linkages to and from the future Azusa Downtown Gold Line Station to support a
walkable station area that functions as a community gateway to Downtown Azusa.
Economic Development
ED-1 Provide zoning and land use regulations to support future market-driven revitalization and investment.
ED-2 Articulate strategies for forming public-private partnerships with business and community
stakeholders to attract private investment, enhance local equity, and promote reinvestment.
ED-3 Provide increased uses, services, and transportation options to support and benefit the local
community.
ED-4 Provide a range of supporting benefits for the local community, including a variety of housing, a more
walkable environment, and community amenities.
Sustainability (refer to Section 1.7.4)
S-1 Maintain and enhance structures identified as having historic value to retain and support the existing
historic character of Azusa.
S-2 Integrate sustainable, healthy living practices to benefit visitors and the local community through
sustainability and healthy community guidelines.
Healthy Communities (refer to Section 1.7.5)
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through the
built environment.
HC-2 Encourage grocery, outdoor dining, and other healthy food related land uses that are easily
accessible to the community.
HC-3 Emphasize streetscape and landscaping enhancements to improve walking, bicycling, and transit
use options.
Crime Prevention Through Environmental Design (refer to Section 1.7.6)
CP-1 Incorporate Crime Prevention Through Environmental Design (CPTED) strategies that contribute to the
safety and vitality of residents and visitors of Azusa.
INTRODUCTION1
1-14 City of Azusa | TOD Specific Plan
May 2018
1.7.3 Transit-Oriented Development
Transit-Oriented Development (TOD) has been
defined as a land use strategy intended to
promote efficient use of land and transportation
infrastructure. TOD strategies promote places
of relatively higher development intensity,
pedestrian-friendly development, and a mix
of land uses located within walking distance
of a bus or light rail transit center. In addition
to pedestrian and commuter benefits, TOD
strategies also represent a planning and real
estate development concept that addresses
sprawl, environmental issues, and traffic
congestion.
There are a multitude of community, economic,
and environmental goals and benefits related
to TOD development strategies. The following
goals and benefits should be considered when
designing a project within the Specific Plan Area:
A. Support transportation alternatives
including transit accessibility by bicycles
and pedestrians
B. Increase transit ridership, supporting
broader transportation network
efficiencies, and reducing congestion
C. Meet increased mobility, environmental,
and energy demands placed upon an
area’s local transit system
D. Reduce automobile ownership,
vehicular traffic, and associated parking
requirements
E. Promote community safety, transit access,
and local economic objectives
F. Increase walking activity by shifting transit
station mode of access from park-and-ride
to walking
G. Support land use and environmental
conservation efforts by minimizing air and
water quality impacts
H. Enhance the environment through
reduced energy consumption and
encouraging environmentally friendly
travel modes
I. Enhance accessibility to jobs and housing
for all residents
J. Create interesting, vibrant gathering
places for residents and visitors alike
TOD’s can incorporate a mixed-use or live/work component that
increases residential development intensity.
Environmental benefits of TOD developments can include reduced
energy consumption and minimized air and water quality impacts .
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-15
May 2018
1.7.4 Sustainability
Sustainable design refers to design, construction,
operation, and maintenance practices that aim to
holistically reduce energy use and/or minimize or
eliminate the negative impacts of development
on the environment and its inhabitants. A
sustainable design approach can be defined by a
variety of green building processes and practices,
the reduction of automobile trips, and the
availability of pedestrian-oriented amenities.
The primary components that create successful
sustainable developments have been
identified by the US Green Building Council
(USGBC) through their Leadership in Energy
and Environmental Design (LEED) programs.
The USGBC works to promote buildings
and communities that are environmentally
responsible, profitable, and healthy places to
live, work, and play. While the USGBC LEED
Rating System is a more prominent option for
residential and non-residential projects, there
are many other programs that promote and
certify buildings for energy and environmental
efficiency.
Infill development and locating new development projects
adjacent to public transit conserves land, water, energy, and other
community resources.
Comfortable, well-designed street environments encourage
pedestrian activity and the ‘park once’ mentality.
LEED for Neighborhood Development (LEED-ND),
integrates principles of smart growth, urbanism,
and green building for overall neighborhood
design. Projects within the Azusa TOD Specific
Plan Area will be evaluated based upon the
following design criteria as developed for the
USGBC LEED-ND process:
A. Encourage development within and
near existing neighborhoods or public
transportation infrastructure to reduce
vehicle trips and induce pedestrian activity;
B. Promote neighborhoods that are physically
connected to each other to foster
community and connectedness beyond
one individual project;
C. Preserve community livability,
transportation efficiency, and walkability;
D. Design parking to increase the pedestrian
orientation of projects and minimize the
adverse environmental effects of parking
lots by locating parking lots at the side
or rear of buildings and leaving building
frontages and streetscapes free of parking
lots;
INTRODUCTION1
1-16 City of Azusa | TOD Specific Plan
May 2018
E. Promote appealing and comfortable
pedestrian street environments in order to
encourage pedestrian activity;
F. Encourage the design of projects that
incorporate high levels of internal
connectivity and the location of projects in
existing communities in order to conserve
land, promote multi-modal transportation,
and promote public health through
increased physical activity;
G. Provide direct and safe connections,
for pedestrians and bicyclists as well
as drivers, to local destinations and
neighborhood centers. Promote public
health by facilitating walking and bicycling;
H. Encourage the design and construction
of buildings that utilize green building
practices; and
I. Encourage the design and construction
of energy efficient buildings to reduce air,
water, land pollution, and environmental
impacts from energy production and
consumption.
J. Incorporate the latest sustainable design
features, such as the following where
feasible:
Solar Panels
Solar panels utilize energy harvested from the
sun to provide consistent, low maintenance
electricity to power buildings and homes. The
incorporation of solar panels into a building or
parking structure design can significantly reduce
overall electricity costs while reducing electricity
use generated from non-renewable sources such
as coal and natural gas. Typical areas for solar
panel placement include roof areas, the top
level of parking structures, and carport areas.
Consideration should be given to require new
buildings proposed within the Specific Plan Area
to be solar ready, even if solar panels are not
included within a development proposal.
Parking lot solar panels provide renewable energy generation while
also shading vehicles from the sun.
Utilizing green design and building practices before, during, and
after construction minimizes environmental impacts and creates
safe, healthy living environments for residents in the community.
Incorporating bicycle lanes encourages non-motorized transit and
promotes public health through increased physical activity options.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-17
May 2018
Solar Orientation
Buildings should address their unique site
location and look for opportunities to harness
the sun’s energy while reducing direct heat gains.
North building faces provide for ample natural
light, making the ideal building placement on an
east to west axis. Southern sun exposure should
be controlled through the use of overhangs,
awnings, recessed windows, and trellises.
Easterly and westerly sun exposure is typically
harder to control and buildings should be
appropriately sited to avoid excessive exposure
from these directions. Design elements such as
massing variation, recessed windows as part
of covered balconies or patios, vertical shading
devices, awning and/or canopies, clear UV
window film, and landscaping should be utilized
to control excessive east and west sun exposure.
Building Materials
With a wide variety of building materials
available on the market today, choosing and
utilizing sustainable building materials in the
construction of new, repurposed, or rehabilitated
buildings should play a prominent role in the
design and construction process. In choosing
sustainable building materials, considerations
should be given as to whether the materials are
durable, how and from where they are sourced,
the ability to provide insulation, embodied
energy, and level of toxicity should inform the
ultimate material selection palette.
Permeable Paving
Permeable pavers refer to porous concrete,
pavers, and in some cases pathway materials
that allow for storm water infiltration to occur
to assist in reducing impervious surface runoff.
Potential locations within the Specific Plan
Area for permeable paving include sidewalks,
plazas, pedestrian paseos, parking spaces, and
driveways. Permeable paving utilized within the
Specific Plan Area should consist of materials
Permeable pavement reduces the urban heat island effect while
allowing for water to infiltrate into underground aquifers.
Orienting buildings appropriately provides ample natural lighting
for interior spaces while also reducing heating and cooling costs.
Utilizing sustainable building materials such as bamboo for trusses
reduces the overall impact of buildings while creating healthy,
enjoyable environment for people.
INTRODUCTION1
1-18 City of Azusa | TOD Specific Plan
May 2018
that are compatible with the historical character
and general context of the Azusa area in order
to accentuate community buildings, landscapes,
and public spaces.
Urban Bioswales
Urban bioswales represent an evolution in
the conventional civil engineering solutions
addressing stormwater runoff. Bioswales
redesign traditional curbs and gutters to redirect
stormwater runoff into planter strips rather than
capturing and draining runoff through a series
of pipes and diverting it to a remote location.
These low impact techniques not only maximize
landscape irrigation efficiency but also filter
stormwater runoff and enable infiltration and
replenishment of groundwater basins. Bioswales
should be incorporated into projects within the
Specific Plan Area where appropriate.
Water Efficient Irrigation
Installing water efficient irrigation is an effective
way to reduce and conserve water within the
Specific Plan Area. Properly designed drip
irrigation systems should be utilized to water
trees, shrub beds, and areas of groundcover to
reduce water evaporation rates. Plants should
be properly grouped into separate zones of
similar water requirements that are in turn
matched with appropriate drip heads and
emitters. Automatic system controllers should
be incorporated that allow adjustable water
scheduling and moisture sensors to account for
seasonal variation in weather patterns. Watering
schedules should be adjusted to nighttime
irrigation periods to reduce evaporation and
wind drift rates. Employing efficient irrigation
techniques will significantly reduce overall water
use for landscaping within the Specific Plan Area.
All projects within the Specific Plan Area shall be
consistent with the water efficient landscaping
requirements of Chapter 88.34 - Landscaping
Standards of the Development Code.
Drip irrigation systems directly water the base of plants and
minimize overall water evapotranspiration rates.
Urban bioswales capture and filter runoff from impermeable
surfaces before being allowed to flow into sewers.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-19
May 2018
Integrating electric vehicle charging stations into site planning can
aid in reducing reliance on conventional vehicles.
Once established, drought tolerant landscaping requires minimal
watering and can accentuate unique qualities of a place.
Drought Tolerant Landscaping
Drought tolerant landscaping includes trees,
shrubs, bushes, and other vegetation that
require minimal watering and are able to survive
through periods of reduced water availability.
Incorporating drought tolerant landscaping,
especially local plant varietals, can act to
accentuate the unique qualities of place and
provide people with a greater connection to the
natural environment of Azusa. Trees especially
are an effective means to provide shade that
keep streets, parking areas, and building surfaces
cooler thus reducing the effects of the urban
heat island effect. In addition, trees intercept
and absorb rainwater through their leaves and
roots, reducing the volume of stormwater runoff
within a localized area. All projects within the
Specific Plan Area shall be consistent with the
landscape design requirements of Chapter 88.34
- Landscaping Standards of the Development
Code.
Electric Vehicle Charging Stations
Electric vehicle charging stations provide
convenient access for residents, businesses,
and visitors to plug-in and charge their electric
vehicles. Acknowledging that not all daily trips
can be made through walking, bicycling, or
transit, encouraging use of electric vehicles can
assist in reducing the percentage of greenhouse
gas emissions produced by conventional vehicle
trips. Moreover, electric vehicle use can also
eliminate toxic air pollutants coming from
conventional vehicle tailpipes and improve upon
existing air quality conditions. Incorporation of
electric vehicle charging stations should be made
available within carports, parking garages, and
other parking areas within the Specific Plan Area
in easily accessible and identifiable locations.
INTRODUCTION1
1-20 City of Azusa | TOD Specific Plan
May 2018
1.7.5 Healthy Communities
This Healthy Communities section addresses the
importance of promoting the health and well-
being of individuals and families within the City
of Azusa through design and development of
the built environment within the Specific Plan
Area. Healthy Community strategies seek to
address the negative impacts of past suburban
sprawl, auto dependence, and the disconnected
fragmentation of communities by reversing
course and embracing ideas that promote
both the physical and mental well-being of the
community. Providing for the inclusion of health
and well-being metrics within this Specific
Plan document will allow for members of the
community and those who visit the City to enjoy
a variety health-related benefits that improve
the community overall while at the same time
furthering goals addressed within the City’s
General Plan.
The Urban Land Institute (ULI) defines a
healthy place as one that is ‘designed, built,
and programmed to support the physical,
mental, and social well-being of the people
who live, work, learn, and visit there.’ In order
to transform a community into a healthy place,
proposed designs and developments within the
Specific Plan Area should:
A. Offer healthy and affordable housing
options, and a variety of safe, comfortable,
and convenient transportation choices;
B. Provide access to healthy foods, the
natural environment, and other amenities
that allow people to reach their full
potential;
C. Be designed thoughtfully, with an eye to
making the healthy choice the easy choice,
and are built using health-promoting
materials; and
Local produce vendors and farmers markets adjacent to housing
makes eating healthy the easy choice.
Community gardens provide residents the opportunity to grow their
own foods and increases outdoor, physical activity.
Easily accessible public transit facilities located near housing
encourages walking and other forms of physical activity while
reducing dependence on automobiles.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-21
May 2018
D. Address unique community issues with
innovative and sustainable solutions
E. Provide opportunities for public plazas
and outdoor spaces to allow for personal
interaction and physical activity to occur
A major component of the incorporation of
Healthy Community strategies into this Specific
Plan is related to land use development patterns.
Healthy land use patterns have been identified
as those that encourage infill development,
provide ease of access to goods and services, and
encourage compact developments that promote
walking, bicycling, and transit use. Moreover, the
inclusion of these strategies seeks to protect the
City’s environmental resources, promote greater
livability through the life-cycle community
concept, and improve the overall economic
returns of the City.
This Specific Plan has embraced the Healthy
Communities and the ULI healthy place concepts
and promoted the physical, mental, and social
well-being of individuals and families through:
• Establishing a transit-oriented gateway
environment that is pedestrian-friendly
and entices transit use;
• Promoting a healthy mix of market-rate
and affordable housing in vertical mixed-
use and stand-alone formats;
• Identifying sustainable strategies that
encourage the use of health-promoting
building materials and creative site
planning techniques;
• Establishing innovative solutions to
address land use compatibility issues;
• Encouraging grocery, outdoor dining, and
other healthy food related land uses that
are easily accessible to the community;
and
• Emphasizing streetscape and landscaping
enhancements to improve walking,
bicycling, and transit use options.
Emphasizing streetscape enhancements that incorporate on- and
off-street bicycle lanes promotes physical activity and increases
community mobility.
Public plazas and outdoor spaces encourage informal interaction
and provide opportunities for physical activity.
INTRODUCTION1
1-22 City of Azusa | TOD Specific Plan
May 2018
1.7.6 Crime Prevention Through Environmental
Design
The way in which a community is developed,
maintained, and managed ultimately
contributes to the safety and vitality of
its built environment. Crime Prevention
through Environmental Design (CPTED) is a
collaborative design process that employs
strategies relying upon the ability to
influence offender decisions that precede
criminal acts. Incorporating CPTED strategies
into the design and development of a
community is intended to encourage positive
social interactions and deter potential
criminal behavior. While there are a number
of CPTED strategies, the four most common
strategies applicable to the Specific Plan Area
are:
• Natural Surveillance
• Natural Access Control
• Natural Territorial Reinforcement
• Maintenance
All new development and/or redevelopment
within the Specific Plan Area should incorporate
the following CPTED strategies:
Natural Surveillance
Natural surveillance decreases the threat of
potential apprehension by taking steps to
increase the perception that people can be
seen. This occurs by designing the placement
of physical features, activities, and people in a
way that maximizes visibility and fosters positive
social interaction among users of private and
public spaces. Project designs should incorporate
the following criteria:
A. Place windows overlooking sidewalks,
recreational spaces, and parking lots.
B. Use the shortest, least sight-limiting fence
appropriate for the situation.
C. Use transparent weather vestibules at
building entrances.
D. When establishing lighting locations, avoid
poorly placed lights that create blind spots
for potential observers and miss critical areas.
Ensure potential problem areas are well-lit:
pathways, stairs, entrances/exits, parking
areas, ATM’s, mailboxes, bus stops, children’s
play areas, recreation areas, pools, laundry
rooms, storage areas, dumpster and recycling
areas, etc.
E. Avoid security lighting that is too-bright and
creates blinding glare and/or deep shadows,
thus hindering the view for potential
observers. Using lower intensity lights often
requires additional lighting fixtures for
adequate coverage.
F. Use shielded or cut-off luminaries to control
excessive glare.
G. Place lighting along pathways and other
pedestrian-use areas at proper heights for
lighting the faces of people within the space.
Natural Access Control
Natural access control limits the opportunity
for crime by taking steps to clearly differentiate
between public space and private space. By
selectively placing entrances and exits, fencing,
lighting, and landscape to limit access or control
flow, natural access control occurs. The following
natural access control measures should be
incorporated into the project design:
A. Use a single, clearly identifiable, point of
entry.
B. Use structures to divert persons to reception
areas.
C. Incorporate maze entrances in public
restrooms. This avoids the isolation that is
produced by an entry room or double door
entry system.
INTRODUCTION 1
City of Azusa | TOD Specific Plan 1-23
May 2018
D. Use low, thorny bushes beneath ground level
windows.
E. Eliminate design features that provide access
to roofs or upper levels.
F. In the front yard, use waist-level, picket-type
fencing along residential property lines to
control access and encourage surveillance.
G. Use a locking gate between front and
backyards.
H. Use shoulder-level, open-type fencing along
lateral residential property lines between side
yards and extending to between back yards.
They should be sufficiently unencumbered
with landscaping to promote social interaction
between neighbors.
I. Use substantial, high, closed fencing (for
example, masonry) between a backyard and a
public alley.
Natural Territorial Reinforcement
Territorial reinforcement promotes social control
through increased sense of ownership and
definition of space. An environment designed to
clearly delineate private space does two things.
First, it creates a sense of ownership. Owners
have a vested interest and are more likely to
challenge intruders or report them to the police.
Second, the sense of owned space creates an
environment where “strangers” or “intruders”
stand out and are more easily identified. By
using buildings, fences, pavement, signs, lighting
and landscape to express ownership and define
public, semi-public and private space, natural
territorial reinforcement occurs.
A. Maintain premises and landscaping such that
it communicates an alert and active presence
occupying the space.
B. Provide trees in residential areas. Research
results indicate that outdoor residential
spaces with more trees are seen as
significantly more attractive, safer, and more
likely to be used than similar spaces without
trees.
C. Encourage private activities within defined
private areas.
D. Display security system signage at access
points.
E. Avoid cyclone fencing and razor-wire fence
topping, as it communicates the absence of a
physical presence and a reduced risk of being
detected.
F. Place amenities such as seating in common
areas to attract larger numbers of desired
users.
G. Schedule activities in common areas to
increase use, attract people, and increase the
perception that areas are controlled.
Maintenance
Maintenance is an expression of pride and
ownership of a property. Deterioration indicates
less control by the intended users of a site and
indicates a greater tolerance of disorder. The
Broken Windows Theory is a valuable tool in
understanding the importance of maintenance
in deterring crime. Broken Windows Theory
proponents support a zero tolerance approach
to property maintenance, observing that the
presence of a broken window will entice vandals
to break more windows in the vicinity. The
sooner broken windows are fixed, the less likely
it is that such vandalism will occur in the future.
INTRODUCTION1
1-24 City of Azusa | TOD Specific Plan
May 2018
THIS PAGE LEFT BLANK
SECTION 2
LAND USE AND URBAN FORM
2 Development Provisions, Standards, and Guidelines
LAND USE AND URBAN FORM 2
2.1 INTRODUCTION ...................................................................2-1
2.1.1 Using this Section ....................................................................2-1
2.2 DISTRICT-BASED APPROACH ..............................................2-3
2.2.1 Introduction .............................................................................2-3
2.2.2 Specific Plan Districts ..............................................................2-4
2.2.3 Areas of No Change ..............................................................2-6
2.2.4 Dwelling Unit Minimum Floor Area.........................................2-6
2.2.5 Mixed-Use Development and Good Neighbor/
Buffer Standards .....................................................................2-7
2.2.6 Parking Management Strategies and Standards ...............2-8
2.3 GOLD LINE DISTRICT .........................................................2-12
2.3.1 District Character .................................................................2-12
2.3.2 Land Use ................................................................................2-14
2.3.3 Development Standards .....................................................2-17
2.4 DOWNTOWN DISTRICT ......................................................2-22
2.4.1 District Character .................................................................2-22
2.4.2 Land Use ................................................................................2-24
2.4.3 Development Standards .....................................................2-27
2.4.4 Design Guidelines .................................................................2-33
2.5 DOWNTOWN EXPANSION DISTRICT .................................2-36
2.5.1 District Character .................................................................2-36
2.5.2 Land Use ................................................................................2-38
2.5.3 Development Standards .....................................................2-41
2.5.4 Design Guidelines .................................................................2-46
2.6 ROUTE 66 DISTRICT ............................................................2-48
2.6.1 District Character .................................................................2-48
2.6.2 Land Use ................................................................................2-49
2.6.3 Development Standards .....................................................2-53
2.6.4 Design Guidelines .................................................................2-60
2.7 TRANSITION DISTRICT ........................................................2-62
2.7.1 District Character .................................................................2-62
2.7.2 Land Use ................................................................................2-63
2.7.3 Development Standards .....................................................2-67
2.7.4 Design Guidelines .................................................................2-72
2.8 CIVIC DISTRICT ..................................................................2-73
2.8.1 District Character .................................................................2-73
2.8.2 Land Use ................................................................................2-74
2.8.3 Development Standards .....................................................2-78
SECTION 2 CONTENTS
SUBSECTIONS
LAND USE AND URBAN FORM2
2-1 Specific Plan Area District Boundaries ..............................2-3
2-2 Gold Line District ................................................................2-15
2-3 Downtown District .............................................................2-25
2-4 Downtown Expansion District ...........................................2-39
2-5 Route 66 District .................................................................2-51
2-6 Transition District ................................................................2-65
2-7 Civic District ........................................................................2-76
2-1 Gold Line District Allowable Uses .....................................2-16
2-2 Downtown District Allowable Uses ..................................2-26
2-3 Downtown Expansion District Allowable Uses ................2-40
2-4 Route 66 District Allowable Uses ......................................2-52
2-5 Transition District Allowable Uses .....................................2-66
2-6 Civic District Allowable Uses .............................................2-77FIGURESTABLES
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-1
May 2018
2.1 INTRODUCTION
Section Two provides direction for
development within the Specific Plan Area
to shape the design character and built
environment. It sets forth general provisions
for development within the Specific Plan
Area and details permitted land uses,
development standards, and design guidelines
for each of the Specific Plan districts. This
was accomplished by combining community
outreach input with the provision of regulatory
development standards and discretionary
design guidelines. These standards, guidelines,
and uses are organized by district and are all
designed to reinforce the individual district’s
desired development pattern, character, and
image. These tools will help achieve the overall
Azusa TOD Specific Plan vision, and more
specifically, provide refined direction for the
types of uses that should occur and how these
uses are allowed to develop in each district
within the Specific Plan Area.
2.1.1 Using this Section
In order to ensure the ease of use of this
document, this section details the general
provisions for development within the
Specific Plan Area while also cross referencing
additional sections applicable to individual
properties. Each Specific Plan District contains
common headings including:
• District Character - Outlines the overall
vision and identity of a specific district.
• Land Use - Touches upon prominent land
uses envisioned for a district.
• Development Standards - Details
standards for development that have
been tailored to reflect the desired
character of a district.
SPECIFIC PLAN DISTRICTS
• Gold Line
• Downtown
• Downtown Expansion
• Route 66
• Transition
• Civic
Historic structures provide a sense of place and contribute to the
architectural quality of the built environment.
Character and identity of Azusa expressed through public art.
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May 2018
o Site Planning - Promotes an active
street environment through standards
and regulations that affect the
planning of a site.
o Building Placement and Orientation -
Considers the physical siting of a
structure within a district while
promoting appropriate connections
between a building and the street.
o Building Form and Massing - Outlines
general building shapes and
configuration requirements to foster
strong connections between a building
and its environment.
• District Design Guidelines - In some
cases, individual districts have additional
guidelines that more specifically direct
design of buildings in order to more
effectively guide the character and vision
for that district.
In addition, each Specific Plan District
subsection also includes an Allowable
Uses table designating the permitted and
conditionally permitted uses for each district
along with a list of prohibited uses. As outlined
above, in addition to regulating the type of
land uses allowed, development is further
regulated by Development Standards that are
critical to the performance of each use, i.e.,
building height, massing, setback, build-to
lines and relationship to street and sidewalk,
parking ratios, etc.
The development standards guide new
development as well as the re-use of existing
buildings. The provisions of this section apply
to building additions, exterior remodels,
relocations, or new construction requiring a
building permit within the Specific Plan Area.
In addition to the common headings outlined
for individual districts, property owners,
applicants, and developers should refer to
the following sections of this Specific Plan for
additional policies and standards that apply to
their individual properties.
• Section 1.7: Vision and Guiding Principles
• Section 1.8: Transit-Oriented Development
• Section 1.9: Sustainability
• Section 1.10: Healthy Communities
• Section 1.11: Crime Prevention through
Environmental Design
• Section 2.2.56: Parking Management
Strategies and Standards
• Section 3: Mobility, Complete Streets, and
Streetscape Improvements
These sections contain guidelines,
requirements, and policies that inform the
development or redevelopment of a project.
As stated in Section One, this Specific Plan
supersedes the Development Code within the
Specific Plan boundary. Where the Specific
Plan is silent on a topic(s), the Development
Code will remain in force.
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May 2018
2.2.1 Introduction
This Specific Plan presents a district-based zoning
approach to accommodate future growth and
development intensity adjacent to Azusa’s two
new Gold Line transit stations. In a district-based
zoning approach, each district has a unique
vision and a tailored range of allowable uses and
development standards that support the desired
future condition. The district-based approach
is by nature a “mixed-use” zoning approach
where the desired activities and building forms
dictate what is conditionally allowed and what
is not allowed. This hybrid approach to zoning
combines form-based development standards
2.2 DISTRICT-BASED APPROACH
with a selection of compatible uses that have
been tailored for each Specific Plan District.
The development standards constitute the
constraints for a project’s building envelope in
which new construction or a structural remodel
is permitted. In addition, design guidelines are
provided in key areas to ensure high-quality
design that reflects the district’s character.
The intent of this district-based approach for
the Specific Plan Area is to establish a regulating
document that:
• Improves the quality of life through the built
environment;
Figure 2-1: Specific Plan Area District Boundaries (Enlarged exhibits provided within each District of Sections 2.3-2.8).
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid Ave9th St
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREA OFNO CHANGE
AREA OFNO CHANGE
AREA OFNO CHANGE AtlantisGardens
AREA OFNO CHANGEAzusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
Azusa DowntownStation
APU/Citrus College Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA Specific Plan Districts
0 500 1,000250Feet µ
Image from EIR Report - TAHA Inc. 03.22.13
Gold Line District
Downtown District
Downtown Expansion District
Date: 5/4/2015
Notes and Sources:
1)Base data from the City of Azusa GIS Dept.
2)Aerial photo from the City of Azusa GIS Dept - 2010 3)Aerial photo of Target area from Google Earth - 04.2013
No ChangeRoute 66 District
Transition District
Civic District
LAND USE AND URBAN FORM2
2-4 City of Azusa | TOD Specific Plan
May 2018
• Sets the stage for market-driven
revitalization;
• Creates an efficient mobility network;
• Integrates sustainable and healthy living
practices;
• Protects historic structures;
• Increases pedestrian mobility;
• Enhances architectural quality;
• Improves the overall identity of the Specific
Plan Area; and
• Maintains the character and identity of each
unique area of Azusa.
2.2.2 Specific Plan Districts
Building upon the Azusa General Plan, this
Specific Plan focuses in greater detail on the
Specific Plan Area by organizing land use and
zoning regulations into six (6) unique Specific
Plan districts. District boundaries are based
upon existing and expected future development
and shared characteristics including land use
commonalities and proximity to community-wide
destinations. The district boundaries are shown
in Figure 2-1, Azusa TOD Specific Plan Area
District Map. The geographic arrangement of
the districts reflect their relationship to the two
new Gold Line transit stations, Downtown Azusa,
the City’s civic core, and the Foothill Boulevard
corridor.
Gold Line District
The Gold Line District is the new gateway
destination to the City of Azusa providing
residents, students, and visitors with a lively day
and nighttime environment. Inviting plaza spaces
and colorful wayfinding signage encourage
exploration through the Specific Plan Area. The
Gold Line District provides increased density
housing opportunities in close proximity to the
transit station.
The existing Target location adjacent to the Azusa Downtown Gold
Line Station.
The Azusa Downtown Gold Line Station provides new opportunities
within Azusa for residents, businesses, and visitors.
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May 2018
Existing buildings and successful businesses within Downtown
provide a foundation for future development opportunities.
Vintage signage provides the framework for enhancing the Route 66
environment.
Existing commercial along San Gabriel Avenue.
Downtown District
The Downtown District encompasses the historic
heart of the City of Azusa and is envisioned as
a lively, walkable, and attractive town center
area. The Downtown District’s character and
charm are highlighted through new three- and
four-story mixed-use buildings that remain
appropriately scaled to preserve the historic
character of Azusa’s downtown. The Downtown
District focuses on the pedestrian experience
by providing outdoor dining, retail shops, and
community serving businesses located at street-
level. Public realm amenities such as benches
and pedestrian lighting are incorporated
throughout the District enlivening the overall
pedestrian experience.
Downtown Expansion District
The Downtown Expansion District provides
an extension of, and is complementary to,
the adjacent Downtown District. New stand-
alone residential and office uses provide
opportunities to live and work within walking
distance of downtown shops, restaurants, and
transit. Buildings located at the street edge and
enhanced streetscape furnishings and design
extend the Downtown pedestrian environment
into this expansion area.
Route 66 District
The Route 66 District encompasses a large
portion of Foothill Boulevard and offers a
modern interpretation of the historic and iconic
Route 66. Themed, 1950s styled diners, retail
shops, and new hospitality uses create a vibrant,
all ages atmosphere along Route 66. New
development is oriented onto Foothill Boulevard
and Alosta Avenue creating a continuation of
the street edge. Unique, customized business
signage and original public art pieces contribute
to the District’s lively and historic character.
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May 2018
Stand-alone residential uses allowed on non-
street fronting parcels along Foothill Boulevard
provide appropriate buffering for existing single-
family neighborhoods.
Transition District
The Transition District provides a buffering
between commercial-oriented districts and
established single-family neighborhoods. Existing
single-family development within the District
may be repurposed into professional office
and art studios. A unique and specific overlay
within the District allows for a neighborhood
specialty market and food hall at the historic
Packing House providing fresh produce to the
Azusa community. Streetscape improvements
along 9th Street enhance pedestrian and bicycle
connections to the transit station.
Civic District
The Civic District is maintained as a central focus
of the City, with prominent public buildings
and open spaces reinforcing the community
identity of Azusa. Any new development
remains physically and visually complementary
to the existing civic buildings. Enhancement
of pedestrian connections within the District
provide ease of access to the new Azusa
Downtown Gold Line Station and enrich the
character, community, and sense of place of “The
Canyon City.”
2.2.3 Areas of No Change
In some instances, only beautification and
street improvements to the corridors are
proposed. In these instances, the street
right-of-way will be subject to the streetscape
improvement standards identified in Section
3 - Mobility, Complete Streets, and Streetscape
Improvements and zoning and land use will be
guided by existing underlying zoning criteria.
Refer to Figure 2-1 for locations of Areas of No
Change.
City Hall and the auditorium represent Azusa’s character.
The historic packing house provides a unique opportunity to
enhance the health of the community.
2.2.4 Dwelling Unit Minimum Floor Area
The following dwelling unit minimum floor area
shall apply to mixed-use projects within the
Specific Plan Area.
Studio 500 sf
1‐Bedroom 600 sf
2‐Bedroom 725 sf
> 3‐Bedroom 875 sf
Mixed‐Use Projects
Dwelling Unit Minimum Floor Area
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May 2018
2.2.45 Mixed-Use Development and Good
Neighbor/Buffer Standards
The Specific Plan Area contains many existing
tightly clustered stores, housing, and civic uses
all within close proximity of public transit. As
new development occurs within the Specific
Plan Area, the need to reduce potential impacts
on the existing community will be necessary
in order to preserve the quality of life that
residents have come to enjoy. All new mixed-use
development projects shall be required to meet
the following standards. In addition, all projects
located adjacent to existing low and medium
density residential zones will be required to meet
the Good Neighbor/Buffer Standards.
MIXED-USE DEVELOPMENT STANDARDS
A. Buildings shall be sited to reduce odor, noise,
light, glare, shadowing, privacy, visual, and
other conflicts between commercial and
residential uses.
B. Landscaping shall be used in addition to
other design features to reduce light, privacy,
and glare conflicts.
C. Loading and service areas for commercial
uses shall be properly designated, not
located within residential parking areas, and
shall not block access ways to residential
areas.
D. Noise-generating equipment, including
but not limited to refrigeration units, air
conditioning, and exhaust fans, shall be
located away from residential uses and
include noise-reducing screens or insulation.
E. Parking for residential tenants shall be
properly designated and separate from
commercial use spaces.
F. Commercial uses with residential units either
above or attached shall provide ventilation
systems to prevent odors from adversely
affecting residential units.
PARCELS ADJACENT TO LOW AND MEDIUM
DENSITY ZONES
A. Projects located adjacent to a Low or Medium
Density (residential) zone shall be setback 10’
minimum from the residential property line.
Those portions of a structure over 35’ tall shall
be setback a minimum of 20’ from all abutting
Low or Medium Density property lines.
B. Loading docks, service areas, repair yards,
noise and odor generating operations, and
ground-mounted mechanical equipment
abutting Low or Medium Density zoned
properties are not permitted within 10’ of that
property line. In addition, any use described
above shall provide an 8’ masonry sound wall
and a minimum 5’ landscaped setback along
the abutting property lines.
C. HVAC systems shall be selected based on noise
rating or designed with features to reduce
noise, such as parapet walls, equipment
enclosures, and/or placement of equipment.
D. All exterior lighting shall be focused internally
within the property to decrease light pollution
onto abutting residential properties. Outdoor
lighting shall be shielded in a manner that
prevents a direct line between its luminary and
any property zoned Low or Medium Density.
GOOD NEIGHBOR/BUFFER STANDARDS
INTERPRETATION
Good Neighbor/Buffer
20’ min.
45’ max.10’ min.
LAND USE AND URBAN FORM2
2-8 City of Azusa | TOD Specific Plan
May 2018
2.2.56 Parking Management Strategies and
Standards
As part of this Specific Plan effort, a
comprehensive Parking Management Plan was
prepared to address current and future parking
conditions within the Gold Line, Downtown,
Downtown Expansion, and Civic Districts. This
technical document assessed the existing
on- and off-street parking conditions within
the Specific Plan Area while at the same time
recommending appropriate parking strategies for
potential future conditions based on proposed
land uses. The complete version of the Parking
Management Plan, including an additional
parking strategies matrix, can be found within
Appendix A of this document.
On-Street Parking Strategies
• Time Limits & Restrictions: Time limits
are perhaps the simplest way to control
the uses of on-street parking. Time-based
parking restrictions prohibit parking for
certain periods to preserve roadway capacity
during peak commuting periods and to save
parking resources for particular user groups.
In commercial areas, parking time limits
are used to discourage long-term parking
by employees of the businesses so that the
desirable parking spaces are available for
customer, allowing a more efficient use and
higher turnover rate for desired spaces.
Opportunities for application of strategy:
Time restrictions are currently in place on
San Gabriel Avenue and Azusa Avenue and
have promoted parking turnover at on-
street parking spaces that are desirable and
provide good access to adjacent businesses.
Since this strategy is in place at some of
the most desirable on-street spaces on San
Gabriel Avenue and Azusa Avenue, future
application of this strategy should focus on
street frontages in which new land uses and
businesses are added in Downtown Azusa.
Potential focus areas to employ this strategy
may include 9th Street, Foothill Boulevard, or
6th Street.
• Urban Design/Signage/Traffic Calming: Urban
design features can make more distant and
likely less desired on-street parking spaces
known to commuters and enhance pedestrian
connections to those spaces. Good signage
can direct parkers quickly and efficiently to
available spaces. Sometimes, the solution
is as simple as providing information about
space location and availability. Supplemental
traffic calming strategies that moderate traffic
speeds in order to improve the pedestrian
environment, can also support parking
management strategies.
Opportunities for application of strategy:
This strategy has been employed on Azusa
Avenue where the City has implemented
curb extensions, wide sidewalks, diagonal
parking, landscaping, lighting, and several
pedestrian crossings. Making the environment
safer and more inviting for pedestrians can
encourage people to walk to destinations
within Downtown instead of driving to each
Urban design and traffic calming strategies employed along Azusa
Avenue.
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-9
May 2018
location. There are several opportunities
adjacent to Downtown Azusa to expand upon
this strategy. These opportunities include
San Gabriel Avenue, Santa Fe Avenue, and
the existing paseos or pathways that can be
integrated within the Specific Plan Area to
better connect streets and activity nodes
separated by large parcels or parking areas.
In addition to replicating the treatments on
Azusa Avenue, other potential measures
include providing wayfinding to key assets
(parking and transit) and destinations (Civic
uses, retail areas), and modifications to the
roadway cross-section that slow traffic or
make crossing the street easier (i.e., lane
reductions, conversion to two-way travel).
• Assignment of Parking Location: This strategy
involves assigning particular parking users to
specific locations to increase the efficiency
with which spaces are used. An employer
policy could require all-day employees to
park in remote facilities to free up close-in
on-street parking. Alternatively, the most
convenient spaces could be devoted to pick-
up and drop off functions.
Opportunities for application of strategy:
Within Downtown Azusa potential
applications include creating a pick-up/drop-
off area for popular destinations or assigning
parking locations to employees who might
otherwise occupy non-time restricted spaces
within close proximity to their place of
employment. While this is listed as an on-
street parking strategy, it can also be used in
off-street parking, such as the Target parking
lot, to prevent employees from occupying the
most desirable parking spaces.
Off-Street Parking Strategies
• Access Control: Strategies to control access to
off-street parking include signage that limits
who can use parking facilities and for what
purposes; chaining off parking entrances until
stores open later in the morning can prevent
transit commuters from poaching parking; use
of gate arm access controls to prevent non-
shoppers from using the facility.
Opportunities for application of strategy:
This parking management strategy is currently
applied at the Azusa Police Department where
only police vehicles can access the parking
area. This strategy may be a appropriate to
employ at the new Metro Gold Line parking
structure within the Gold Line District. This
strategy may also be applied at City-owned
parking lots where the City off-street parking
spaces must be retained. In an effort to make
this parking available to the public patronizing
the Downtown area, the City could implement
access control strategies, complemented
with a nominal parking fee, that could allow
for parking validation by local businesses to
ensure usage by business patrons.
• On-Site Enforcement: On-site enforcement
strategies can include security personnel
giving warnings, post notices, and if necessary,
arrange for towing. Simple information and
enforcement programs can be very effective
in preventing parking poaching.
Opportunities for application of strategy:
Parking enforcement is an important strategy
to consider, particularly if there is a lack of
turnover at time restricted parking spaces or
if parking is beginning to encroach into areas
not intended for parking. While the parking
utilization data described within Appendix A
does not indicate this is currently a significant
LAND USE AND URBAN FORM2
2-10 City of Azusa | TOD Specific Plan
May 2018
issue, there may be events or periods when
there is a particularly high demand for parking
at certain locations with time restrictions. If
parking locations are difficult to access or
if it is hard to find a parking space, people
searching for parking may elect to park in
residential areas or risk exceeding time limits
to ensure convenient parking. Additionally,
with the arrival of the Gold Line, some private
and public land uses with a large number
of off-street parking (i.e., Target, CVS, City
Hall) may experience parking poaching by
transit patrons that can be addressed through
additional enforcement.
• Time Limits & Restrictions: Time limits for
spaces can be adjusted to reflect the specific
purpose for the parking. The limits can be
established on a differential basis to direct all
day parkers to underutilized spaces. Time-
based restrictions can prohibit parking for
certain periods to reserve parking resources
for a particular user group.
Opportunities for application of strategy:
Opportunities for application of this strategy
exist in the large parking lots at locations
such as Target and the future Metro Gold Line
Station parking structure. Azusa may consider
providing short-term and long-term parking
spaces at the most appropriate locations
based on where patrons may ultimately be
destined.
• Signage/ITS/Design: Signage is key to
efficient and effective use of available
parking resources. Intelligent Transportation
Systems (ITS) can help guide drivers to
available parking. ITS has been effectively
used both district wide and in large parking
structures to provide “live” information
about available spaces at each level and in
different public parking facilities throughout
a district.
Opportunities for application of strategy: As
the construction of new parking structures
within Downtown Azusa occurs, requiring
this strategy to be incorporated will ensure
accurate and effective parking information is
available to users. This real time information
can include signs indicating the number of
spaces available on each level of a parking
structure, and may also include lights that
can be used to display whether a parking
space is available or occupied. As previously
discussed, wayfinding signage should also be
considered in conjunction with this strategy
to communicate to transit users or business
patrons the locations of designated parking
and popular destinations.
• Shared Parking: Shared parking is the use of a
parking space to serve two or more individual
land uses without conflict or encroachment.
The ability to share parking spaces is the
result of two conditions: Variations in the
accumulation of vehicles by hour, by day, or
by season at the individual land uses; and
City-owned parking lot along San Gabriel Avenue provides an
opportunity to incorporate shared parking strategies for current
and future land uses.
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City of Azusa | TOD Specific Plan 2-11
May 2018
PARKING RATIOS
Non-Residential-Residential
A. Retail: 1.5 spaces/1,000 sf
B. Restaurant: 1.5 spaces/1,000 sf
Outdoor Dining: 0 spaces required for
up to 12 seats
C. Office: 2 spaces/1,000 sf
D. Bank: 1 space/1,000 sf
E. Theater: 1 space/200 sf in a mixed-use project;
may require a parking analysis to determine
total spaces needed by use.
Residential*A. Studio/1 Bedroom: 1 space/unit
B. 2/2+ Bedrooms: 1.5 spaces/unit
*Projects with only residential uses are required
to provide 1 guest parking space for every 6
residential units. Mixed-use projects containing
residential uses are not required to provide guest
parking spaces.
Parking Ratios for land uses not specifically
identified, handicapped space requirements, and
space dimensions shall be required to meet the
parking standards of Chapter 88.36 - Parking and
Loading of the Development Code.
Where a mixed-use project is proposed in any
District, minimum parking stall dimensions shall be
9’ x 18’.
Parking Standards for the Specific Plan Area
PARKING RATIOS
A. Refer to Chapter 88.36 - Parking and
Loading of the Development Code for
land use specific parking standards.
Gold Line, Downtown, Downtown
Expansion, and Civic Districts
Route 66 and Transition Districts
relationships among the land uses that result
in visiting multiple land uses on the same auto
trip.
Opportunities for application of strategy:
With the relatively low parking utilization
currently experienced in the Downtown area,
shared parking presents an opportunity to
increase effective parking supply without
needing to construct additional parking
or increase specific land use parking
requirements. Areas where this strategy could
be employed include the Target parking lot
and the block bounded by Foothill Boulevard,
6th Street, San Gabriel Avenue, and Azusa
Avenue. Target experiences relatively low
parking utilization (approximately 25% utilized
at peak hour) and may be willing to allow the
use of a portion of their parking lot by other
uses that have different peak parking time
periods. For example, if a land use adjacent to
Target, such as a coffee shop, wanted to open
but couldn’t provide enough parking on-site,
they could enter into an agreement with
Target to utilize some portion their parking
until a select closing time, so that Target could
maintain a lower parking supply during off-
peak hours (early in the day) and offer a larger
parking supply during their peak utilization
period. The other location mentioned above
contains a variety of land uses and has a
number of city-owned off-street spaces
available to patrons. Provided the mix of
uses is reviewed to ensure that different
land uses have adequate amounts of parking
and different peak parking utilization rates,
a lower number of parking spaces could be
provided by future land uses when proposed.
LAND USE AND URBAN FORM
GOLD LINE DISTRICT2
2-12 City of Azusa | TOD Specific Plan
May 2018
2.3.1 District Character
The Gold Line District is envisioned as the new
community gateway to the City of Azusa, catering
to residents and visitors commuting to and from
work and families visiting Azusa for the weekend.
An influx of daily transit users entering and
exiting the Azusa Downtown Gold Line Station
2.3 GOLD LINE DISTRICT
will be greeted by an inviting welcome plaza
and colorful wayfinding signage, encouraging
exploration into the surrounding Specific
Plan districts. New, mixed-use developments
reflecting the character of Azusa will cater to
the pedestrian by incorporating an active and
articulated front facade and increased intensity,
Potential Welcome Plaza adjacent to the Azusa Downtown Gold Line Station.
Plazas adjacent to transit stops provide enjoyable spaces to wait for
your connecting route or for a traveling friend.
Outdoor dining opportunities provide an active public realm and
areas for people watching.
GOLD LINE DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-13
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Gold Line District
TO-4 Increase development potential within the Gold Line District to sufficiently support high frequency,
rapid transit service, and to provide a base for a variety of housing, employment, local services, and
amenities that support a vibrant station area community.
A. Emphasize mixed-use buildings around the Azusa Downtown Gold Line Station to increase the amount
and variety of housing choices within the City.
B. Enhance transit options and connectivity to regional job centers in the greater Los Angeles area.
TO-5 Ensure that land uses within the Gold Line District are transit-supportive and provide a mixed-use
activity node for visitors and the local community.
A. Create a transit-oriented destination that caters to commuter, resident, student, and visitor needs in
the morning and evening.
TO-6 Establish pedestrian linkages to and from the future Azusa Downtown Gold Line Station to support
a walkable station area that functions as a community gateway to Downtown Azusa.
A. Establish a new community gateway to the City of Azusa from the Azusa Downtown Gold Line Station.
B. Incorporate a welcome plaza and gathering space adjacent to the Azusa Downtown Gold Line Station
(refer to Section 3.7).
C. Improve walkability, pedestrian access, and bicycling opportunities through the incorporation of native
landscaping, plazas, and streetscape designs.
ED-4 Provide a range of supporting benefits for the local community, including a variety of housing, a
more walkable environment, and community amenities.
A Increase opportunities for the inclusion of public plazas, courtyards, and outdoor dining through
tailored development standards.
S-2 Maintain and enhance structures identified as having historic value to retain and support the
existing historic character of Azusa.
A. Maintain historic architectural character of structures located at 700 Azusa Avenue and 130 Santa Fe
Avenue as shown in Figure 2-2.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
while allowing for the greatest building heights
within the Specific Plan Area. Coffeehouses,
retail shops, and cafés with outdoor dining
will be located at street-level along Azusa
Avenue, enlivening the district environment
and providing commuters and residents access
to early morning coffee and after work dining
opportunities. Structured parking, located above
ground and hidden from public view, will provide
commuters a safe place to park their vehicles
and will provide convenient access to the nearby
Azusa Downtown Gold Line Station.
LAND USE AND URBAN FORM
GOLD LINE DISTRICT2
2-14 City of Azusa | TOD Specific Plan
May 2018
Walkable and pedestrian-friendly streets contribute to a lively public
realm.
Mixed-use development with residential units located above
restaurants and retail provide a 24/7 downtown environment.
2.3.2 Land Use
City-owned opportunity sites (see Figure 2-2)
within the Gold Line District provide the
underlying framework for creating a vibrant and
attractive transit-oriented experience focused on
the pedestrian. Vertical mixed-use development
incorporating new housing options within the
City are focused on both the north and south
side of the Azusa Downtown Gold Line Station
along Azusa Avenue and Alameda Avenue.
Buildings, up to 60 feet in height, engage the
street with appropriate frontages emphasizing
and framing the public realm. While zero-foot
setbacks are encouraged for new development,
setbacks up to a maximum of 15 feet are
allowed, provided plaza, courtyard, outdoor
dining, and/or enhanced pedestrian connections
are incorporated within the setback area.
A wide variety of allowed land uses within
the District include grocery, restaurant, retail,
and recreation. Financial, professional, and
general office uses offer expanded business
opportunities in Azusa within close proximity to
public transit. Streetscape improvements along
Utilizing setback areas as functional space contributes to an active,
pedestrian-friendly street scene.
GOLD LINE DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-15
May 2018
Figure 2-2: Gold Line District
Æb
8th St
Foothill Blvd
Azusa DowntownStation
Azusa Light & Water
CVS Pharmacy
Target
PublicLibrary
SeniorCenter
9th St
St Francis ofRome SchoolDalton AveAlameda AveSan Gabriel AveVeteran'sMemorialPark
CityHallAzusa AveSoldano AvePasadena AvePackingHouse
HistoricResource
HistoricDepot
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 150 30075Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
No Change
City-Owned Opportunity Site
City-Owned Opportunity Site
N
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic District
Gold Line District Key Map
N
9th Street aid in appropriately transitioning
nearby residential neighborhoods into the Gold
Line District and provide improved access and
safety for walking, running, and bicycling into
and through adjacent districts.
As a component of the new transit station, a
multi-story parking structure will be constructed.
This structure will be screened on the Azusa
Avenue streetfront with shops and restaurants.
The amount of parking to be provided will
support parking strategies such as shared parking
agreements or parking reductions as outlined in
Section 2.2.56.
City-Owned Opportunity Sites
Historic Resources
LAND USE AND URBAN FORM
GOLD LINE DISTRICT2
2-16 City of Azusa | TOD Specific Plan
May 2018
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
Conference/Convention Facility P ATM P
Health/Fitness Facility P Banks, Financial Services P
Live Entertainment UP Business Support Services P
School ‐ Specialized Training UP Medical Office/Service P1
Studio‐Art, Dance, Martial Arts, Music, Etc.P Office P2
RESIDENTIAL SERVICES ‐ GENERAL
Caretaker/Manager Unit P Day Care Center ‐ Child or Adult MUP
Home Occupation P Lodging ‐ Bed & Breakfast Inn (B&B)P
Live/Work Unit MUP Lodging ‐ Hotel or Motel P
Multifamily P Personal Services P
Residential Accessory Use or Structure P TRANSPORTATION, COMMUNICATIONS, AND INFRASTRUCTURE
Residential Care (seven or more clients)MUP Parking Facility, Public or Commercial MUP
Senior Citizen Apartment P Telecommunications Facility S
RETAIL SALES Transit Station or Terminal P
Bar/Tavern UP Utility Facilty P
Farmers Markets MUP
Furniture, Furnishings and Appliance Store P
General Retail P
Alcoholic Beverage Sales UP
Floor Area Under 20,000 sf P
Floor Area Over 20,000 sf UP
Operating between 9:00 pm and 7:00 am MUP
Groceries, Specialty Foods P
Neighborhood Market P
Night Club UP
Outdoor Displays and Sales MUP
Restaurant, Café, Coffee Shop P
ALLOWABLE USES: Gold Line District
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
UP Use Permit required
S Permit requirement set by Specific Use Regulations
Table 2-1: Gold Line District Allowable Uses
A. Commercial Recreation Facility-Indoor
B. Organizational House
C. Residential Care (six or fewer clients)
D. Auto and Vehicle Sales/Rental
E. Building and Landscape Materials Sales
BUILDING USE
Ground Floor Uses
A. Ground floor uses fronting Azusa Avenue,
Foothill Boulevard, or Alameda Avenue shall
be non-residential except for lobby, gym, and
other pedestrian-oriented uses.
F. Drive-Through Retail or Service
G. Mortuary, Funeral Home
H. Repair Service
I. Vehicle Services
Note: A combination of any of the permitted uses may be provided
within a horizontal or vertical mixed-use project provided the
Ground Floor Use Standard (provided below) and Mixed-Use
Standards provided on Page 2-7 are adhered to.
PROHIBITED USES
STANDARDS INTERPRETATION
Building Use
Retail &
Restaurant
Residential &
Commercial
Public
S
t
r
e
e
t
GOLD LINE DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-17
May 2018
COVERAGE
Lot Coverage
A. 100% maximum.
STANDARDS INTERPRETATION
Lot Coverage
100%
Lot
Coverage
2.3.3 Development Standards
The following development standards are specific to the
Gold Line District. These standards have been tailored to
reflect the desired character and implement the vision
of the Gold Line District. They provide the framework for
the creation of a safe, vibrant, and pedestrian-friendly
environment in and around the Azusa Downtown Gold
Line Station. In addition to the development standards
located on the following pages, projects will be evaluated
on their adherence to standards provided in Section
2.2.45, Section 3, and the design guidelines and
strategies located in Sections 1.7 and 2.2.56.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street, to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
Residential Open Space (Single Use)
25 sf/unit min. of
Common Open Space
100 sf/unit min. of
Private Open Space
RESIDENTIAL OPEN SPACE
Residential Private Open Space
A. Private open space for single use projects
shall be provided at a minimum of 100 sf per
unit with a minimum dimension of 6’ in any
direction.
B. Private open space for mixed-use projects
shall be provided at a minimum of 60 sf per
unit with a minimum dimension of 6’ in any
direction.
Residential Common Open Space
A. Common open space for single use projects
shall be provided at a minimum of 25 sf per
unit with a minimum of 10’ in any direction.
B. Common open space for mixed-use projects
shall be provided at a minimum of 65 sf per
unit with a minimum of 10’ in any direction.
C. Common open space shall be purposefully
designed as active or passive recreational
facilities.
D. Rooftop open space may satisfy this
requirement, provided it is available for use by
all residents.
LAND USE AND URBAN FORM
GOLD LINE DISTRICT2
2-18 City of Azusa | TOD Specific Plan
May 2018
SERVICE AND DELIVERY AREAS
Loading and Service Areas
A. Loading docks and service bays shall be located
a minimum of 20’ from any public street.
B. Trash and recycling enclosures shall not be
located adjacent to a public street.
STANDARDS INTERPRETATION
Service and Delivery Areas
Service
Loading 20’ min.Parking
Public Stre
e
t
Reciprocal Access
Building Building
7’-6” min.7’-6” min.7’-6” min.Azusa Avenue
Line of Sight
RECIPROCAL ACCESS
Ingress and Egress
A. Reciprocal ingress and egress access with
adjacent properties shall be provided for
parcels fronting Azusa Avenue and Alameda
Avenue. This requirement may be waived
with City approval due to the following
circumstances:
• The location of existing structures or
infrastructure
• Lack of agreement between adjacent
owners
• Other extreme hardship
VEHICULAR LINE OF SIGHT
Clear Zones
A. The clear zone shall consist of an isosceles right
triangle with 7’6” sides on the driveway and
street.
B. The clear zone shall not be occupied by a
ground floor building footprint, site features,
or landscaping that is taller than 3’.
GOLD LINE DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-19
May 2018
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of a
structure on a parcel with considerations being given
to building orientation, setbacks, and parking. The
following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Gold Line District.
10’
m
i
n
15
’
m
a
x
0’ Rear
Setback
0’ Side
Setback
0’ Street
Setback
BUILDING SETBACKS
Street
A. 0’ minimum.
B. 15’ maximum to building. Setback area shall
include plaza, courtyard, outdoor dining, or
enhanced pedestrian connection.
C. 10’ minimum landscape setback where surface
parking areas are located adjacent to a public
street.
Side
A. 0’ minimum.
Rear
A. 0’ minimum.
STANDARDS INTERPRETATION
Dining Setbacks
Parking Setbacks Public StreetPublic StreetParki
n
g
BUILDING LOCATION
Placement
A. Parcels fronting a public street shall orient
buildings toward the street.
Building Placement
Public Street
LAND USE AND URBAN FORM
GOLD LINE DISTRICT2
2-20 City of Azusa | TOD Specific Plan
May 2018
STANDARDS INTERPRETATION
Primary Entrances
Public Str
e
etBuilding
E
ntr
a
n
c
e
s
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance door
facing Azusa Avenue, Alameda Avenue,
and San Gabriel Avenue. Entrances at
building corners may be used to satisfy this
requirement.
BUILDING HEIGHT
Minimum Height
A. 25’ minimum.
BUILDING
Maximum Height
A. 60’ maximum.
Building Height
60’ max25’ minC. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing.
Building forms should encourage a pedestrian-
friendly environment by including amenities, facade
articulation, and street level building openings.
Building Plate Height
14’ min.Floor StructureT.O.P.
BUILDING ARTICULATION
Plate Height
A. Ground floor plate height shall be a
minimum of 14’ along all streets.
Historic Resources
A. Buildings identified as having historical
significance (Refer to Figure 2-2), shall
retain their original character and
building articulation.
STANDARDS INTERPRETATION
Architectural projections/features may exceed
the height limits of this District up to 10 feet,
subject to Economic and Community Development
Director approval. Projections/features should
be architecturally compatible and aesthetically
pleasing or be screened from view. Neon signage,
historic graphics, and/or other non-business or
project specific related screening methods may be
considered appropriate, subject to Economic and
Community Development Director approval.
GOLD LINE DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-21
May 2018
STANDARDS INTERPRETATION
BUILDING MASSING
Maximum Wall Plane
A. No building façade visible from any public
street shall extend more than 50’ in length
without a 5’ minimum variation in the wall
plane.
Side and Rear Wall Planes
A. Side and rear wall planes shall address site
context through continuation of architectural
features, fenestration, and/or building
materials.
Roofline Variation
A. Building rooflines shall vary in height every 50’
in wall plane length.
50’ ma
x
.
50’ max.50’ max.50’ max.
5’ min.
Maximum Wall Plane
Roofline Variation
Public Street
Public Street
45% min.
for retail
30% min.
for office
Window Glazing
Public Street
WINDOW GLAZING
Solid-to-Void Ratio
A. 45% minimum transparent glazing of first floor facade for retail uses adjacent to a public street.
B. 30% minimum transparent glazing of first floor
facade for office uses adjacent to a public street.
C. Transparent or translucent glazing is required
on the first floor facade of a commercial or
retail use facing a public street.
D. Opaque, reflective, or dark tinted glass is not
permitted.
E. Window stickers or exterior window
treatments that obstruct interior building views at the street level are prohibited.
F. The bottom of any window or product display
window shall not be more than three and one-
half feet above the adjacent sidewalk.
G. Product display windows shall have a
minimum height of four feet and be internally
lit.
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-22 City of Azusa | TOD Specific Plan
May 2018
2.4.1 District Character
Azusa’s Downtown District is the historic “Main
Street” of the City, providing an attractive and
inviting destination for friends, students, and
families to gather. Capitalizing on the expanded
pedestrian activity from the Azusa Downtown
Gold Line Station, new outdoor dining, retail, and
2.4 DOWNTOWN DISTRICT
Potential Downtown District plaza at the Southeast Corner of Azusa Avenue and Foothill Boulevard.
commercial businesses will be juxtaposed next to
wide, pedestrian-friendly sidewalks, enlivening
the pedestrian environment and supporting
day and nighttime activity within the district.
Unique, historic qualities of the Downtown
will be complemented by new, mixed-use
developments that remain appropriately scaled
Paseos provide internal connections between blocks and allow for
outdoor dining and other pedestrian-friendly activities to occur.
Continuous arcades and retail frontages engaging the sidewalk and
enliven and contribute to the overall pedestrian experience.
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-23
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Downtown District
TO-3 Provide district-specific development standards and design guidelines that support and encourage
TOD and increase safe, direct, and convenient pedestrian access to transit facilities.
A. Create an active and vibrant street scene along Azusa Avenue and Foothill Boulevard to welcome
visitors and enhance pedestrian connections to the adjacent Gold Line District and Azusa Downtown
Gold Line Station.
TO-6 Establish pedestrian linkages to and from the future Azusa Downtown Gold Line Station to support a
walkable station area that functions as a community gateway to Downtown Azusa.
A. Emphasize pedestrian mobility through the incorporation of public realm improvements, including
landscaping, street furnishings, and wayfinding signage (refer to Section 3.6).
ED-4 Provide a range of supporting benefits for the local community, including a variety of housing, a
more walkable environment, and community amenities.
A. Provide opportunities for a variety of new housing types within walking distance of the Azusa
Downtown Gold Line Station.
S-1 Maintain and enhance structures identified as having historic value to retain and support the existing
historic character of Azusa.
A. Maintain historic architectural character of structure located at 250 Foothill Boulevard as shown in
Figure 2-3.
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through
the built environment.
A. Encourage buildings to be built to the back of sidewalks and engage the public realm.
B. Require ground floor retail/commercial uses that are oriented toward Azusa Avenue and San Gabriel
Avenue.
C. Permit residential and office uses above and behind ground floor commercial (mixed-use) to promote a
live, work, play environment.
D. Encourage family-oriented activities and services through allowable, district specific land uses.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
to accentuate the quaint nature of downtown
through second and third-story setbacks. Public
realm amenities incorporated throughout
the district, such as plazas and paseos, will
contribute to and enhance the overall active and
walkable environment of the Downtown District.
The close proximity of the district to the Azusa
Downtown Gold Line Station will provide visitors
and residents of nearby communities with ease
of access to downtown shops and services
without the need for an automobile. While
the Downtown District provides opportunities
for new growth and development within
the Downtown, these developments will be
reflective of the character and identity of “The
Canyon City.”
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-24 City of Azusa | TOD Specific Plan
May 2018
Mixed-use developments provide opportunities for residents to live,
work, and play within their neighborhood.
Wide, pedestrian-friendly sidewalks activate the public realm by
providing spaces for outdoor dining and informal gathering.
Continuous building wall planes provide visual intrigue and entice
exploration increasing overall walkability.
2.4.2 Land Use
Incorporating new mixed-use developments up
to 50 feet in height within the Downtown District
strengthens and supports new and existing
retail, office, and residential land uses within
short walking distance of nearby residential
neighborhoods and the Azusa Downtown Gold
Line Station. Maximum building setbacks of
15 feet along Azusa Avenue promotes space
dedicated to outdoor dining at cafes and
restaurants and expanded sidewalks. Indoor
commercial recreation facilities offer family-
oriented entertainment activities while art,
dance, and music studios provide residents
multiple platforms for creative and cultural
expression. Professional and medical offices
support new job growth and career opportunities
within the City while at the same time create a
baseline of pedestrian activity throughout the
Downtown District.
Specific development opportunities within the
District lie to the east and west of the Foothill
Boulevard and Azusa Avenue intersection. This
portion of the District sees high vehicular traffic
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-25
May 2018
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic District
Figure 2-3: Downtown District
Foothill Blvd
Angeleno AveSan Gabriel Ave6th St
Pasadena Ave5th St
CVS Pharmacy
AT&T
Verizon
Post Office
Park
Alameda AveDalton AveSlausonParkSoldano AveAzusa AveCityHall
HistoricResource
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 150 30075Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
No Change
City-Owned Opportunity Site
Downtown District Key Map
N
on a daily basis and presents a dynamic palette
for streetscape and pedestrian circulation
improvements, including a new plaza at the
southeast corner of the intersection (refer to
Section 3.2). City-owned parcels located at the
southeast corner of the intersection are viewed
as essential to creating and implementing the
desired land use mix for the Downtown District
while at the same time strengthening the visual
and physical connections to adjoining Specific
Plan districts. In addition, building articulation
standards and guidelines reinforce the historic
character of the downtown.
City-Owned Opportunity Sites
Historic Resources
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-26 City of Azusa | TOD Specific Plan
May 2018
Table 2-2: Downtown District Allowable Uses
BUILDING USE
Ground Floor Uses
A. Ground floor uses fronting Azusa Avenue,
Foothill Boulevard, and Alameda Avenue shall
be non-residential except for lobby, gym, and
other pedestrian oriented uses.
STANDARDS
PROHIBITED USES
INTERPRETATION
Building Use
Retail &
Restaurant
Residential &
Commercial
Public
S
t
r
e
e
t
Note: A combination of any of the permitted uses may be provided
within a horizontal or vertical mixed-use project provided the
Ground Floor Use Standard (provided below) and Mixed-Use
Standards provided on Page 2-7 are adhered to.
A. Auto Vehicle Sales and Rental
B. Building and Landscape Materials Sales
C. Drive-Through Facility
D. Public Safety Facility
E. Mortuary, Funeral Home
F. Repair Service
G. Vehicle Service
H. Utility Facility
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
UP Use Permit required
S Permit requirement set by Specific Use Regulations
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY RETAIL SALES CONT.
Commercial Recreation Facility‐Indoor MUP Groceries, Specialty Foods P
Conference/Convention Facility UP Neighborhood Market P
Health/Fitness Facility P Night Club MUP
Live Entertainment MUP Outdoor Displays and Sales MUP
Park, Playground P Restaurant, Café, Coffee Shop P
School‐Specialized Education/Training UP SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
Studio‐Art, Dance, Martial Arts, Music, Etc.P ATM P
Theater MUP Banks, Financial Services P
RESIDENTIAL Business Support Services P
Caretaker/Manager Unit P Medical Office/Service P1
Courtyard Housing P Office P2
Duplex/Triplex/Fourplex P SERVICES ‐ GENERAL
Home Occupation P Day Care Center ‐ Child or Adult MUP
Live/Work Unit MUP Lodging ‐ Bed & Breakfast Inn (B&B)P
Multifamily P Lodging ‐ Hotel or Motel P
Organizational House P Personal Services P
Residential Care (seven or more clients)P TRANSPORTATION, COMMUNICATIONS, AND INFRASTRUCTURE
Senior Citizen Apartment P Broadcasting Studio P
RETAIL SALES Parking Facility, Public or Commercial MUP
Bar/Tavern UP Telecommunications Facility S
Farmers Markets MUP
Furniture, Furnishings and Appliance store P
General Retail P
Alcoholic Beverage Sales UP
Floor Area Under 20,000 sf P
Floor Area Over 20,000 sf UP
Operating between 9:00 pm and 7:00 am MUP
ALLOWABLE USES: Downtown District
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-27
May 2018
COVERAGE
Lot Coverage
A. 100% maximum.
Landscaping Standards
A. Refer to Chapter 88.34 - Landscaping
Standards of the Development Code for
specific requirements.
STANDARDS INTERPRETATION
2.4.3 Development Standards
The following development standards are specific to
the Downtown District. These standards have been
tailored to reflect the desired character and implement
the vision of the Downtown District. They provide
the framework for the creation of a safe, vibrant,
and pedestrian-friendly downtown environment. In
addition to the development standards located on the
following pages, projects will be evaluated on their
adherence to standards provided in Section 2.2.45,
Section 3, and the design guidelines and strategies
located in Sections 1.7, 2.2.56, and 2.4.4.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street, to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
RESIDENTIAL OPEN SPACE
Residential Private Open Space
A. Private open space for single use projects
shall be provided at a minimum of 100 sf per
unit with a minimum dimension of 6’ in any
direction.
B. Private open space for mixed-use projects
shall be provided at a minimum of 60 sf per
unit with a minimum dimension of 6’ in any
direction.
Residential Common Open Space
A. Common open space for single use projects
shall be provided at a minimum of 25 sf per
unit with a minimum of 10’ in any direction.
B. Common open space for mixed-use projects
shall be provided at a minimum of 65 sf per
unit with a minimum of 10’ in any direction.
Lot Coverage
100%
Lot
Coverage
Residential Open Space (Single Use)
25 sf/unit min. of
Common Open Space
100 sf/unit min. of
Private Open Space
C. Common open space shall be purposefully
designed as active or passive recreational
facilities.
D. Rooftop open space may satisfy this
requirement, provided it is available for use by
all residents.
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-28 City of Azusa | TOD Specific Plan
May 2018
SERVICE AND DELIVERY AREAS
Loading and Service Areas
A. Loading docks and service bays shall be located
a minimum of 20’ from any public street.
B. Trash and recycling enclosures shall not be
located adjacent to a public street.
STANDARDS INTERPRETATION
Service and Delivery Areas
Service
Loading 20’ min.Parking
Public Stre
e
t
Reciprocal Access
Building Building
7’-6” min.7’-6” min.7’-6” min.Azusa Avenue
Line of Sight
RECIPROCAL ACCESS
Ingress and Egress
A. Reciprocal ingress and egress access with
adjacent properties shall be provided for
parcels fronting Azusa Avenue and Foothill
Boulevard. This requirement may be waived
with City approval due to the following
circumstances:
• The location of existing structures or
infrastructure
• Lack of agreement between adjacent
owners
• Other extreme hardship
VEHICULAR LINE OF SIGHT
Clear Zones
A. The clear zone shall consist of an isosceles right
triangle with 7’6” sides on the driveway and
street.
B. The clear zone shall not be occupied by a
ground floor building footprint, site features,
or landscaping that is taller than 3’.
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-29
May 2018
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of
a structure on a parcel with considerations being
given to building articulation, setbacks, and parking.
The following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Downtown District.
15
’
m
a
x
0’ Rear
Setback
0’ Side
Setback
0’ Street
Setback
BUILDING SETBACKS
Ground-Level
A. 0’ minimum to street, side, and rear.
B. 15’ maximum to building. Setback area shall
include plaza, courtyard, outdoor dining, or
enhanced pedestrian connection.
Upper Floors
A. 8’ minimum setback required for those
portions of a building exceeding three stories.
Parking
A. 10’ minimum landscape setback where surface
parking areas are located adjacent to a public
street.
STANDARDS INTERPRETATION
Ground-Level Setbacks
Upper Floors Setback Public Street10’
m
i
n
Parking Setbacks
Public StreetParki
n
g
8’ min
Upper Floor
Public Street
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-30 City of Azusa | TOD Specific Plan
May 2018
BUILDING LOCATION
Placement
A. Parcels fronting a public street shall orient
buildings toward the street.
B. Parking is not permitted adjacent to Azusa
Avenue or Foothill Boulevard.
STANDARDS INTERPRETATION
Building Placement
Primary Entrances
Azusa A
v
e
n
u
eBuilding
E
ntr
a
n
c
e
s
Azusa Avenue
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance
door facing Azusa Avenue. Entrances at
building corners may be used to satisfy this
requirement.
BUILDING HEIGHT
Minimum Height
A. 25’ minimum.
Maximum Height
A. 50’ maximum.
Building Height
50’ max25’ minC. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing.
Building forms should encourage a pedestrian-
friendly environment by including amenities, facade
articulation, and street level building openings.
STANDARDS INTERPRETATION
Architectural projections/features may exceed
the height limits of this District up to 10 feet,
subject to Economic and Community Development
Director approval. Projections/features should
be architecturally compatible and aesthetically
pleasing or be screened from view. Neon signage,
historic graphics, and/or other non-business or
project specific related screening methods may be
considered appropriate, subject to Economic and
Community Development Director approval.
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-31
May 2018
STANDARDS INTERPRETATION
BUILDING ARTICULATION
Plate Height
A. Ground floor plate height shall be a minimum
of 14’ along all streets.
Historic Resources
A. Buildings identified as having historical
significance (Refer to Figure 2-3), shall
retain their original character and building
articulation.
BUILDING MASSING
Maximum Wall Plane
A. No building façade visible from any public
street shall extend more than 50’ in length
without a 5’ minimum variation in the wall
plane.
Side and Rear Wall Planes
A. Side and rear wall planes shall address site
context through continuation of architectural
features, fenestration, and/or building
materials.
Roofline Variation
A. Building rooflines shall vary in height every 50’
in wall plane length.50’ max.50’ max.50’ max.
Roofline Variation
Public Street
Building Plate Height
14’ min.Floor StructureT.O.P.
50’ ma
x
.
5’ min.
Maximum Wall Plane
Public Street
LAND USE AND URBAN FORM2
2-32 City of Azusa | TOD Specific Plan
May 2018
WINDOW GLAZING
Solid-to-Void Ratio
A. 45% minimum transparent glazing of first
floor facade for retail uses adjacent to Azusa
Avenue.
B. 30% minimum transparent glazing of first
floor facade for office uses adjacent to Azusa
Avenue.
C. Transparent or translucent glazing is required on the first floor facade of a commercial or retail use facing a public street.
D. Opaque, reflective, or dark tinted glass is not
permitted.
E. Window stickers or exterior window
treatments that obstruct interior building
views at the street level are prohibited.
F. The bottom of any window or product display window shall not be more than three and one-
half feet above the adjacent sidewalk.
G. Product display windows shall have a minimum
height of four feet and be internally lit.
45% min.
for retail
30% min.
for office
Window Glazing
Public Street
STANDARDS INTERPRETATION
2
City of Azusa | TOD Specific Plan 2-33
May 2018
DOWNTOWN DISTRICT
LAND USE AND URBAN FORM
2.4.4 Downtown District Design Guidelines
1. Architectural character of a building should build
upon and maintain the traditional downtown
image with an emphasis on historic architectural
styles, building types, materials, and details.
2. Downtown streets should support an active and
engaging pedestrian environment. Human scale
should be created through the use of building
articulation including elements such as awnings,
arches, trellises, arbors, pergolas, and other
architectural elements. These elements should
be integrated into the building design to avoid the
look of “tacked on” architectural features.
3. Existing historic or older structures with
architectural details or ornamentation should
be retained, restored, or replicated whenever
possible.
4. Building entrances and storefronts should be
incorporated with one of more of the following
design elements:
Ê A change in wall/window plane
Ê Wall articulation around the door and
projecting beyond the door
Ê Placement of art or decorative detailing at the
entry
Ê A projecting element above the entrance
5. Clear glass is required on the street level to create
interesting interior shop views for pedestrians.
Heat gain can be limited by incorporating awnings,
recessed storefronts, or user controlled interior
shading device.
6. Locate windows and entrances adjacent to street
and public spaces to improve public safety and
security and provide “eyes on the street”.
7. Awnings should not be wrapped around buildings
in continuous bands. Awnings should only be
placed on top of doors, on top of windows, or
within vertical elements when the façade of a
building is divided into distinct structural bays.
Emphasizing historic architectural styles of a place can maintain
and build upon the existing community character.
Clear storefront glass at street level creates visual interest for the
pedestrian.
LAND USE AND URBAN FORM
DOWNTOWN DISTRICT2
2-34 City of Azusa | TOD Specific Plan
May 2018
8. Property owners should not propose installing
awnings unless they are prepared to maintain and
regularly replace the awnings every eight to ten
years.
9. Building materials and finishes should be true to
the structure’s architectural style.
10. Material changes should occur at intersecting
planes to appear substantial and integral to the
façade. Material or color changes at the outside
corners of structures give an impression of
thinness and artificiality and should be avoided.
11. Parapets should have sufficient articulation of
detail, such as precast treatments, continuous
banding, or projecting cornices, lentils, caps, corner
details, or variety in pitch (sculpted).
12. Parapets should not appear “tacked on” and
should convey a sense of permanence. If the
interior side of a parapet is visible from pedestrian
view, it should be finished with the same materials
and a similar level of detail as the front façade.
13. Traditional building widths generally do not
exceed 25 feet wide to 30 feet wide at the ground
level, irrespective of a building’s total width.
Continuation of this familiar, human-scaled
rhythm is encouraged in new construction. Infill
buildings that are much wider than the existing
facades should be broken down into a series of
appropriately proportioned structural bays or
components. Commercial street façade rhythm
helps to visually tie the Downtown streets
together.
14. A 360-degree architectural design philosophy, the
full articulation of all building facades, should be
incorporated into all new buildings and remodels.
This includes variation in massing, roof forms,
and wall planes, as well as surface articulation.
Acknowledging sensitivity to budget, it is expected
that the highest level of articulation will occur on
the front facade and facades visible from public
streets. However, similar and complementary
massing, materials, and details should be
incorporated into side and rear facades.
Architectural elements should be continued to address the side and
rear of buildings, where appropriate.
Large building massings should be broken up through facade
articulation and material changes.
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-35
May 2018
Landscape trellises soften vertical wall planes and provide visual
interest to side and rear of buildings.
Plazas and pocket parks incorporating fountains, art, and seating
add to the pedestrian experience of a place.
15. Blank walls shall be avoided. Architectural
elements such as windows, overhangs, trellises,
arcades, projections, awnings, insets, materials,
textures, and colors should be incorporated into
every building facade.
16. Murals, espaliers/trellises, and/or vines may be
placed on portions of large expanses of rear and
side building walls to soften the wall and create
interest.
17. Plazas, courtyards, pocket parks, and outdoor
cafes should be designed in an inviting manner
that encourages pedestrian use through the
incorporation of trellises, fountains, art, seating,
and shade trees.
18. Focal points should be created and incorporated
into sites to establish a sense of place and
orientation. Fountains, plazas, and artwork can be
used to create focal points.
19. Public art is encouraged as an on-site amenity for
all projects.
20. Buildings in highly visible locations, such as the
intersection of Azusa and San Gabriel Avenues and
Foothill Boulevard should incorporate architectural
elements such as a small plaza, clock tower, varying
roof lines, fountain, and/or public art.
21. Signs integrated into the building design provide a
personal quality that contributes to the ambiance
of the commercial complex or streetscape,
especially the more unique signs. The following
guidelines should be considered when developing
private signage.
Ê Signs that reflect the type of business through
design, shape, or graphic form are encouraged.
Ê The method of attaching the sign to the
building should be integrated into the
overall sign design.
Ê Signs should not cover up windows or
important architectural features.
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-36 City of Azusa | TOD Specific Plan
May 2018
2.5.1 District Character
The Downtown Expansion District will extend
and complement the adjacent Downtown District
environment by including new residential,
retail, and office land uses, while transitioning
new development to enhance inter-district
connectivity to the Route 66 and Civic Districts.
Two and three-story, mixed-use buildings
2.5 DOWNTOWN EXPANSION DISTRICT
City-owned opportunity sites east of Dalton Avenue.
Wide sidewalks with parkway landscaping create a pleasant and
safe environment for pedestrians.
Neighborhood services at street level allow for convenient access
for residents living in, and adjacent to, mixed-use developments.
along Alameda Avenue, Dalton Avenue, and
San Gabriel Avenue will afford residents the
opportunity to live within short walking distances
of coffeehouses, restaurants, shops, and the
Azusa Downtown Gold Line Station. Local,
neighborhood-serving businesses within the
Downtown Expansion District will cater to the
everyday needs of residents, with office spaces
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-37
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Downtown Expansion District
TO-3 Provide district-specific development standards and design guidelines that support and encourage
TOD and increase safe, direct, and convenient pedestrian access to transit facilities.
A. Enhance connection to the Azusa Downtown Gold Line Station and adjacent districts through the
incorporation of development standards and streetscape improvements that improve pedestrian safety
and accessibility.
ED-3 Provide increased uses, services, and transportation options to support and benefit the local
community.
A. Incorporate a wide variety of land uses, including retail, office, and residential.
ED-4 Provide a range of supporting benefits for the local community including a variety of housing, a more
walkable environment, and community amenities.
A. Promote a variety of new housing options to benefit the community, including mixed-use and stand-
alone residential.
B. Encourage a more walkable environment through development standards that are meant to enhance
the pedestrian experience.
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through
the built environment.
A. Enhance architectural quality through building placement, orientation, and guidelines.
HC-3 Emphasize streetscape and landscaping enhancements to improve walking, bicycling, and transit use
options.
A. Improve pedestrian connectivity to the Downtown, Civic, and Route 66 Districts through the
continuation of landscaping, streetscape, and sidewalk improvements.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
expanding future business and job opportunities
for Azusa residents. While similar to the
Downtown District in character, the Downtown
Expansion District will alternatively, allow for
stand-alone residential and appropriately scaled
live-work and mixed-use developments that
will be oriented to provide local, neighborhood
services, and convenient access to the Azusa
Downtown Gold Line Station. Extension of the
Downtown District landscaping, streetscape
amenities, and wide sidewalks along San Gabriel
Avenue and Alameda Avenue will provide
additional layers of visual and physical linkages
and provide opportunities to expand the
Downtown Area.
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-38 City of Azusa | TOD Specific Plan
May 2018
Height transitioning and good-neighbor setback policies minimize
shadowing, privacy issues, and other nuisances on existing
residential uses.
Pedestrian-oriented streets provide an attractive environment for
walking, bicycling, and other non-motorized mobility methods.
2.5.2 Land Use
A complementary mix of retail, office, and
residential uses are envisioned within the
Downtown Expansion District to provide easily
accessible neighborhood-oriented services for
the Azusa community. Stand-alone residential
uses, such as duplexes and townhomes, provide
additional housing opportunities within close
walking and bicycling proximity to Downtown
and the Azusa Downtown Gold Line Station.
A major focus of this District is enhancing
overall walkability. Pedestrian enhancements
and streetscape beautification have been
emphasized in order to entice non-motorized
mobility through and into adjacent districts (refer
to Section 3.2). Front setback development
standards allow for a maximum of up to 15
feet. This encourages new development to
incorporate plaza and/or outdoor dining spaces
to create a social, visually attractive, and
pedestrian-oriented public realm within the
Downtown Expansion District.
New residential housing expand options for existing and future
residents of Azusa.
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-39
May 2018
Figure 2-4: Downtown Expansion District
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic District
way
Foothill Blvd
Sunset AveAngeleno AveSan Gabriel Ave6th St
Pasadena AveAzusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Park
PublicLibrary
SeniorCenter
Alameda AveDalton AveSt Francis ofRome School
SlausonParkSoldano AveAzusa AveCityHall Soldano AvePasadena AveSOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 160 32080Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
No Change
City-Owned Opportunity Site
City-Owned Opportunity Site
Downtown Expansion District Key Map
N
City-owned properties along Dalton Avenue
and San Gabriel Avenue provide opportunities
for mixed-use development and will encourage
additional private investment throughout
the Downtown Expansion District. Land uses,
building heights, and development intensities are
intended to complement, not detract from, uses
within adjacent districts through scaled height
transitioning. Development standards outline the
framework for focusing new development along
street frontages with up to 100% lot coverage
allowed. Maximum building heights for this
District are allowed up to 45 feet and incorporate
specific good-neighbor policies to minimize
potential impacts on existing single-family
residences.
City-Owned Opportunity Sites
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-40 City of Azusa | TOD Specific Plan
May 2018
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY RETAIL SALES CONT.
Commercial Recreation Facility‐Indoor MUP Neighborhood Market P
Conference/Convention Facility UP Night Club UP
Health/Fitness Facility P Outdoor Displays and Sales MUP
Live Entertainment MUP Restaurant, Café, Coffee Shop P
Park, Playground P SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
School‐Specialized Education/Training UP ATM P
Studio‐Art, Dance, Martial Arts, Music, Etc.P Banks, Financial Services P
RESIDENTIAL Business Support Services P
Caretaker/Manager Unit P Medical Office/Service P1
Courtyard Housing P Office P2
Duplex/Triplex/Fourplex P SERVICES ‐ GENERAL
Home Occupation P Day Care Center ‐ Child or Adult MUP
Live/Work Unit MUP Lodging ‐ Bed & Breakfast Inn (B&B)P
Multifamily P Lodging ‐ Hotel or Motel P
Organizational House P Massage Parlor SP*
Residential Care (seven or more clients)P Personal Services P
Senior Citizen Apartment P TRANSPORTATION, COMMUNICATIONS, AND INFRASTRUCTURE
Townhouse, Rowhouse P Parking Facility, Public or Commercial MUP
RETAIL SALES Public Facilities UP
Bar/Tavern UP Telecommunications Facility S
Farmers Markets MUP
Furniture, Furnishings and Appliance Store P
General Retail P
Alcoholic Beverage Sales UP
Floor Area Under 20,000 sf MUP
Floor Area Over 20,000 sf UP
Operating between 9:00 pm and 7:00 am MUP
Groceries, Specialty Foods P
ALLOWABLE USES: Downtown Expansion District
Table 2-3: Downtown Expansion District Allowable Uses
BUILDING USE
Ground Floor Uses
A. Ground floor uses fronting Foothill Boulevard
or San Gabriel Avenue shall be non-residential
except for lobby, gym, and other pedestrian
oriented uses.
STANDARDS INTERPRETATION
E. Public Safety Facility
F. Mortuary, Funeral Home
G. Repair Service
H. Vehicle Service
I. Utility Facility
Building Use
Commercial
Residential &
Commercial
Public
S
t
r
e
e
t
Municipal Code.
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
SP* Special Permit required ‐ see Chapter 88.48 of City
UP Use Permit required
S Permit requirement set by Specific Use Regulations
Note: A combination of any of the permitted uses may be provided
within a horizontal or vertical mixed-use project provided the
Ground Floor Use Standard (provided below) and Mixed-Use
Standards provided on Page 2-7 are adhered to.
PROHIBITED USES
A. Residential Care (six or fewer clients)
B. Auto Vehicle Sales and Rental
C. Building and Landscape Materials Sales
D. Drive-Through Facility
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-41
May 2018
COVERAGE
Lot Coverage
A. 100% maximum.
Landscaping Standards
A. Refer to Chapter 88.34 - Landscaping
Standards of the Development Code for
specific requirements.
STANDARDS INTERPRETATION
2.5.3 Development Standards
The following development standards are specific to the
Downtown Expansion District. These standards have been
tailored to reflect the desired character and implement
the vision of the Downtown Expansion District. They
provide the framework for the creation of a safe, vibrant,
and pedestrian-friendly environment that enhances
inter-district connectivity within the Specific Plan Area.
In addition to the development standards located on
the following pages, projects will be evaluated on their
adherence to standards provided in Section 2.2.45,
Section 3, and the design guidelines and strategies located
in Sections 1.7, 2.2.56, and 2.5.4.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
RESIDENTIAL OPEN SPACE
Residential Private Open Space
A. Private open space for single use projects
shall be provided at a minimum of 125 sf per
unit with a minimum dimension of 6’ in any
direction.
B. Private open space for mixed-use projects
shall be provided at a minimum of 60 sf per
unit with a minimum dimension of 6’ in any
direction.
Residential Common Open Space
A. Common open space for single use projects
shall be provided at a minimum of 25 sf per
unit with a minimum of 10’ in any direction.
B. Common open space for mixed-use projects
shall be provided at a minimum of 90 sf per
unit with a minimum of 10’ in any direction.
Lot Coverage
100%
Lot
Coverage
Residential Open Space (Single Use)
25 sf/unit min. of
Common Open Space
125 sf/unit min. of
Private Open Space
C. Common open space shall be purposefully
designed as active or passive recreational
facilities.
D. Rooftop open space may satisfy this
requirement, provided it is available for use by
all residents.
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-42 City of Azusa | TOD Specific Plan
May 2018
SERVICE AND DELIVERY AREAS
Loading and Service Areas
A. Loading docks and service bays shall be located
a minimum of 20’ from San Gabriel Avenue,
Alameda Avenue, and Dalton Avenue.
B. Trash and recycling enclosures shall not be
located adjacent to a public street.
STANDARDS INTERPRETATION
Service and Delivery Areas
Service
Loading 20’ min.Parking
Public Stre
e
t
7’-6” min.7’-6” min.7’-6” min.Public Street
Line of SightVEHICULAR LINE OF SIGHT
Clear Zones
A. The clear zone shall consist of an isosceles right
triangle with 7’6” sides on the driveway and
street.
B. The clear zone shall not be occupied by a
ground floor building footprint, site features,
or landscaping that is taller than 3’.
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-43
May 2018
10’
m
i
n
15
’
m
a
x
0’ Rear
Setback
0’ Side
Setback
0’ Street
Setback
BUILDING SETBACKS
Street
A. 0’ minimum.
B. 15’ maximum to building. Setback area shall
include plaza, courtyard, outdoor dining, or
enhanced pedestrian connection.
C. 10’ minimum landscape setback where surface
parking areas are located adjacent to a public
street.
Side
A. 0’ minimum.
Rear
A. 0’ minimum.
STANDARDS INTERPRETATION
Dining Setbacks
Parking Setbacks Public StreetPublic StreetParki
n
g
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of a
structure on a parcel with considerations being given
to building orientation, setbacks, and parking. The
following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Downtown Expansion
District.
BUILDING LOCATION
Placement
A. Parcels fronting a San Gabriel Avenue, Alameda
Avenue, and Dalton Avenue shall orient
buildings toward the street.
B. Parking is not permitted adjacent to Foothill
Boulevard, San Gabriel Avenue, Alameda
Avenue, and Dalton Avenue.
Building Placement
Public Street
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-44 City of Azusa | TOD Specific Plan
May 2018
BUILDING ARTICULATION
Plate Height
A. Ground floor plate height shall be a
minimum of 14’.
STANDARDS INTERPRETATION
Primary Entrances
Public Str
e
etBuilding
E
ntr
a
n
c
e
s
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance
door facing San Gabriel Avenue, Alameda
Avenue, and Dalton Avenue. Entrances at
building corners may be used to satisfy this
requirement.
BUILDING HEIGHT
Minimum Height
A. 25’ minimum.
Maximum Height
A. 45’ maximum.
Building Height
45’ max25’ minC. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing.
Building forms should encourage a pedestrian-
friendly environment by including amenities, facade
articulation, and street level building openings.
STANDARDS INTERPRETATION
Building Plate Height
14’ min.Floor StructureT.O.P.
Architectural projections/features may exceed
the height limits of this District up to 10 feet,
subject to Economic and Community Development
Director approval. Projections/features should
be architecturally compatible and aesthetically
pleasing or be screened from view. Neon signage,
historic graphics, and/or other non-business or
project specific related screening methods may be
considered appropriate, subject to Economic and
Community Development Director approval.
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-45
May 2018
STANDARDS INTERPRETATION
BUILDING MASSING
Maximum Wall Plane
A. No building façade visible from any public
street shall extend more than 50’ in length
without a 5’ minimum variation in the wall
plane.
Roofline Variation
B. Building rooflines shall vary in height every 50’
in wall plane length.
Maximum Wall Plane
WINDOW GLAZING
Solid-to-Void Ratio
A. 45% minimum transparent glazing of first
floor facade for retail uses adjacent to a public
street.
B. 30% minimum transparent glazing of first floor
facade for office uses adjacent to a public
street.
C. Transparent or translucent glazing is required on the first floor facade of a commercial or retail use facing a public street.
D. Opaque, reflective, or dark tinted glass is not
permitted.
E. Window stickers or exterior window
treatments that obstruct interior building views
at the street level are prohibited.
F. The bottom of any window or product display window shall not be more than three and one-
half feet above the adjacent sidewalk.
50’ max.50’ max.50’ max.
Roofline Variation
Public Street
50’ max
.
5’ min.
Public Street
45% min.
for retail
30% min.
for office
Window Glazing
Public Street
G. Product display windows shall have a
minimum height of four feet and be internally
lit.
LAND USE AND URBAN FORM
DOWNTOWN EXPANSION DISTRICT2
2-46 City of Azusa | TOD Specific Plan
May 2018
2.5.4 Downtown Expansion District Design
Guidelines
All of the design guidelines provided in Section 2.4.4,
Downtown Design Guidelines should be adhered to
for buildings within the Downtown Expansion District.
In addition, the following guidelines apply to stand-
alone residential within this District.
1. A variety of one-, two-, and three-bedroom
dwelling units should be provided to encourage a
variety of product types. Units should be mixed
throughout the development.
2. Units should front primary streets to provide eyes
on the street, create pedestrian environments, and
support the character of Downtown.
3. Dwellings should incorporate porches, trellises,
landscaping, and other features to extend the living
area toward the street and soften the transition
between the street and the dwelling.
4. The site area adjacent to the street should not
be dominated with parking. Parking should be
concentrated in areas behind buildings, and away
from the street when possible.
5. The design of multi-family developments should
consider compatibility with the surrounding
neighborhood by mimicking existing architectural
styles, colors, and rhythm.
6. Monolithic structures should be avoided. Buildings
designs should include a combination of the
following techniques:
Ê Variation in the wall plane (projecting and
recessed elements).
Ê Variation in wall height.
Ê Roofs located at different levels.
Ê Combinations of one-, one and one-half, and
two-story units should be used to create visual
interest and variation in the massing and
building height.
Residential units engage the street.
Building designs that incorporate variations in wall planes, heights,
and roof levels create visual interest at street-level.
DOWNTOWN EXPANSION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-47
May 2018
Recessed upper stories reduce the overall massing and scale of a
building.
7. Architectural features such as porches, balconies,
chimneys, door placement, window proportions,
dormers, wood detailing, fencing, siding, and color
scheme should be used to complement the overall
building design, site and neighborhood context.
8. Where appropriate, the upper stories of new
multi-family buildings should be stepped back to
reduce the scale of facades that face the street,
courtyards, or open space areas.
9. Roofs should reflect a residential appearance
through roof pitch and material selection.
10. Roofs covering the entire building such as hips and
gables should be used rather than mansard roofs.
11. Locate windows and entrances adjacent to street
and public spaces to improve public safety and
security and provide “eyes on the street”.
12. Windows should be articulated with accent trim,
sills, kickers, shutters, window flower boxes,
balconies, awnings, or trellises authentic to the
architectural style of the building.
13. Property owners should not propose installing
awnings unless they are prepared to maintain and
regularly replace the awnings every eight to ten
years.
14. Windows on walls adjacent to a neighbor’s home
should be offset to prevent direct views into
neighbor’s windows, with specific attention to
new second floor windows that look into windows,
pools, spas, etc. on adjacent properties. Consider
using clerestory windows or translucent glass to
interrupt direct sight lines to neighbor’s windows
and livable outdoor spaces.
15. If decorative shutters are installed, they should be
proportional to the window and complement the
architectural style of the building.
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-48 City of Azusa | TOD Specific Plan
May 2018
2
Route 66-themed signage and public art aid in defining the unique character and identity of the Route 66 District.
2.6.1 District Character
The Route 66 District will reflect a bold and
modern interpretation of the historic and iconic
Route 66 of the past. The portions of Foothill
Boulevard and Alosta Avenue that traverse Azusa
will embrace and draw attention to its historic
Route 66 context.
2.6 ROUTE 66 DISTRICT
While balancing the requirements of the
automobile with the needs of the pedestrian,
new development in this district will front onto
Foothill Boulevard and Alosta Avenue, creating
an active street environment with special signage
and setback requirements. Thematic, 1950s-style
diners and drive-thru restaurants, retail shops,
Modern interpretations of the classic Route 66 diner reinvigorate
the environment of the historic route.
Route 66-themed signage provides visual intrigue and a unique
identity for businesses and the community.
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-49
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Route 66 District
TO-3 Provide district-specific development standards and design guidelines that support and encourage
TOD and increase safe, direct, and convenient pedestrian access to transit facilities.
A. Enhance pedestrian street crossings, streetscapes, and landscaping to facilitate safe and convenient
access to the Azusa Downtown and APU/Citrus College Gold Line Stations.
ED-1 Provide zoning and land use regulations to support future market-driven revitalization and
investment.
A. Establish a Route 66-themed overlay zone with new development incentives for public art and signage
along Foothill Boulevard and Alosta Avenue.
ED-3 Provide increased uses, services, and transportation options to support and benefit the local
community.
A. Encourage mixed-use, commercial, hospitality, and other land uses to expand the variety of recreation,
retail, and services within the community.
ED-4 Provide a range of supporting benefits for the local community including a variety of housing, a more
walkable environment, and community amenities.
A. Allow for mixed-use and stand-alone residential uses in order to expand housing variety within the local
community.
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through
the built environment.
A. Include good-neighbor development standards and guidelines to ensure new development remains
compatible and minimizes impacts on adjacent residential neighborhoods.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
and opportunities for new hospitality uses
will populate Route 66, creating a fun and
inviting environment for all ages. Stand-alone
residences will be sited off Foothill Boulevard,
allowing for appropriate buffering into adjacent
neighborhood areas. Quirky, customized
architectural elements are encouraged to create
vibrant and colorful landmarks, paying homage
to the historic route. Incentives will encourage
developers and businesses to incorporate Route
66-themed public art and signage along the
Foothill Boulevard and Alosta Avenue street
frontages, creating a unique atmosphere and
identity within the Route 66 District.
2.6.2 Land Use
A wide array of commercial, retail, hospitality,
and mixed-use residential uses are allowed
within the Route 66 District focused along
Foothill Boulevard and Alosta Avenue and are
intended to reinvigorate this portion of the
historic route. New development within the
Route 66 District is permitted up to 40 feet in
height, with hospitality uses allowed up to 50
feet. Maximum lot coverage is allowed up to
80%, with the remaining 20% required to be
appropriately landscaped to accent the Route
66 District context. A Route 66 Overlay identifies
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-50 City of Azusa | TOD Specific Plan
May 2018
2
Diners, creative signage, and landscape create a pleasant and thematic Route 66 street scene.
parcels within the District that may take
advantage of new height and setback incentives
for incorporating Route 66-themed public art
and/or signage along the Foothill Boulevard and
Alosta Avenue street edge. Route 66 District
proximity to existing low and medium density
residential neighborhoods is addressed through
the inclusion of good neighbor policies. These
policies require new development to incorporate
additional screening, setback, siting, and other
site planning techniques to minimize light, noise,
and other impacts within the community.
A major component of the Route 66 District
includes significant improvements to the
streetscape along Foothill Boulevard and
Alosta Avenue to provide a pleasant pedestrian
experience while still accommodating the
automobile, public transit, and other non-
motorized transit options (refer to Section
3.2 and 3.3.5). Additional landscaping within
the Route 66 District is required for new
development where surface parking areas are to
be located adjacent to public streets, requiring
15 feet minimum from the street edge.
Route 66-themed public art creates visual interest and brings a
vibrant energy to the historic route’s street frontage.
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-51
May 2018
AT & SF R
ail
w
a
y
Foothill Blvd
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Park
AzusaAveSOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 150 30075Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
No Change
8th St
6th St
Pasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveAPaUni
C
Foothill Vista Mobile Home Park
Lindley-ScottHouse Palm StAPUHousing
iorter
Citrus Citrus AveFoothill Blvd
AREA OFNO CHANGE
AtlantisGardens
AREA OFNO CHANGE
Azusa PacificUniversity
St Francis ofRome School
SlausonPark LeeElementarySoldano AveSoldano AvePasadena AveSOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 250 500125Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
No Change
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic District
Route 66 District Key Map
Western Portion
Eastern Portion
Figure 2-5: Route 66 District
N
Route 66 Overlay
The Route 66 Overlay incentivizes private
development to assist in implementing the
District’s desired character. Parcels fronting
onto Foothill Boulevard and Alosta Avenue (as
noted in Figure 2-5: Route 66 District) have the
opportunity to incorporate Route 66-themed
public art and/or signage along the street edge
in exchange for height and setback incentives.
Appropriate examples of Route 66-themed public
art and signage include restored classic cars,
gas pumps, electric car chargers, unique and/or
vintage signage, etc.
Route 66 Overlay Parcels
PROJECTS WITHIN ROUTE 66 OVERLAY
A. Shall adhere to the guidelines presented in
Section 2.6.4.
B. Shall incorporate themed streetscape furnishings
presented in Section 3.6.3.
C. May take advantage of height, setback, and
signage incentives provided on the following
pages.
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-52 City of Azusa | TOD Specific Plan
May 2018
2
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY RETAIL SALES CONT.
Commercial Recreation Facility‐Indoor P Groceries, Specialty Foods P
Commercial Recreation Facility‐Outdoor MUP Neighborhood Market P
Conference/Convention Facility P Night Club UP
Health/Fitness Facility P Outdoor Displays and Sales MUP
Library, Museum P Restaurant, Café, Coffee Shop P
Live Entertainment MUP SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
Park, Playground P ATM P
School‐College, University UP Banks, Financial Services P
School‐Specialized Education/Training UP Buisness Support Service P
Studio‐Art, Dance, Martial Arts, Music, Etc.P Medical Office/Service P1
RESIDENTIAL Office P2
Caretaker/Manager Unit P SERVICES ‐ GENERAL
Courtyard Housing P Day Care Center ‐ Child or Adult MUP
Duplex/Triplex/Fourplex P Lodging ‐ Bed & Breakfast Inn (B&B)P
Home Occupation P Lodging ‐ Hotel or Motel P
Live/Work Unit P Mortuary, Funeral Home MUP
Multifamily P Personal Services P
Organizational House UP Public Safety Facility P
Residential Accessory Use or Structure P Repair Service ‐ Equipment, Large Appliance,
Etc.P
Residential Care (six or fewer clients)P TRANSPORTATION, COMMUNICATIONS, AND INFRASTRUCTURE
Residential Care (seven or more clients)P Parking Facility, Public or Commercial MUP
Senior Citizen Apartment P Public Facilities P
Townhouse, Rowhouse P Telecommunications Facility S
RETAIL SALES Utility Facilty P
Bar/Tavern UP
Building and Landscape Materials Sales ‐
Indoor MUP
Drive‐Thru Facilities P
Farmers Markets MUP
Furniture, Furnishings and Appliance Store P
General Retail P
Alcoholic Beverage Sales UP
Floor Area Under 20,000 sf P
Floor Area Over 20,000 sf MUP
Operating between 9:00 pm and 7:00 am MUP
ALLOWABLE USES: Route 66 District
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
UP Use Permit required
S Permit requirement set by Specific Use Regulations
Table 2-4: Route 66 District Allowable Uses
A. Single-Family Dwellings - adjacent to Foothill Boulevard and Alosta Avenue.
B. Auto Vehicle Sales and Rentals
C. Vehicle ServiceNote: A combination of any of the permitted uses may be provided
within a horizontal or vertical mixed-use project provided the
Ground Floor Use Standard (provided below) and Mixed-Use
Standards provided on Page 2-7 are adhered to.
PROHIBITED USES
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-53
May 2018
2.6.3 Development Standards
The following development standards are specific
to the Route 66 District. These standards have been
tailored to reflect the desired character and implement
the vision of the Route 66 District. They provide
the framework for the creation of a unique Route
66-themed automobile and pedestrian-oriented
district environment. In addition to the development
standards located on the following pages, projects will
be evaluated on their adherence to standards provided
in Section 2.2.45, Section 3, and the design guidelines
and strategies located in Sections 1.7, 2.5.2, and 2.5.3.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
COVERAGE
Lot Coverage
A. 80% maximum.
Landscaping Coverage
A. 20% maximum.
B. Areas dedicated to the installation of public art
within the Route 66 Overlay may be counted to
satisfy this requirement.
Landscaping Standards
A. Refer to Chapter 88.34 - Landscaping
Standards of the Development Code for
specific requirements.
STANDARDS INTERPRETATION
Lot Coverage
Landscaping Coverage
80% Lot
Coverage
20% Landscape
Coverage
BUILDING USE
Ground Floor Uses
A. Ground floor uses fronting Foothill Boulevard
and Alosta Avenue shall be non-residential
except for lobby, gym, and other pedestrian
oriented uses.
Building Use
Retail &
Commercial
Residential
& Office
Public
S
t
r
e
e
t
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-54 City of Azusa | TOD Specific Plan
May 2018
2
SERVICE AND DELIVERY AREAS
Loading and Service Areas
A. Loading docks and service bays shall be located
a minimum of 15’ from Foothill Boulevard and
Alosta Avenue.
B. Trash and recycling enclosures shall not be
located adjacent to a public street.
STANDARDS INTERPRETATION
Service and Delivery Areas
Service
Loading 15’ min.Parking
Public Stre
e
t
7’-6” min.7’-6” min.7’-6” min.Public Street
Line of SightVEHICULAR LINE OF SIGHT
Clear Zones
A. The clear zone shall consist of an isosceles right
triangle with 7’6” sides on the driveway and
street.
B. The clear zone shall not be occupied by a
ground floor building footprint, site features,
or landscaping that is taller than 3’.
Residential Open Space
30 sf/unit min. of
Common Open Space
150 sf/unit min. of
Private Open Space
RESIDENTIAL OPEN SPACE
Residential Private Open Space
A. Private open space shall be provided at a
minimum of 150 sf per unit with a minimum
dimension of 10’x10’.
Residential Common Open Space
A. Common open space shall be provided at a
minimum of 30 sf per unit with a minimum of
10’ in any direction.
B. Common open space shall be purposefully
designed as active or passive recreational
facilities.
C. Rooftop open space may satisfy this
requirement, provided it is available for use by
all residents.
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-55
May 2018
STANDARDS INTERPRETATION
Single/Double-Vehicle Access
Double-Vehicle Access
Reciprocal Access
Building Building
RECIPROCAL ACCESS
Ingress and Egress
A. Reciprocal ingress and egress access with
adjacent properties shall be provided for
parcels fronting Foothill Boulevard and Alosta
Avenue. This requirement may be waived
with City approval due to the following
circumstances:
• The location of existing structures or
infrastructure
• Lack of agreement between adjacent
owners
• Other extreme hardship
VEHICULAR ACCESS
Single-Vehicle Access
A. A maximum of one (1) vehicle point shall be
provided from a public street for parcels with
less than 100 linear feet of street frontage and/
or a parcel less than 15,000 sf.
Double-Vehicle Access
A. A maximum of two (2) vehicle access points
shall be provided from a public street for
parcels with more than 100 linear feet of street
frontage.
B. Access points shall be separated a minimum of
80’ in consultation with the Director of Public
Works.
C. Additional access points may be permitted
from secondary streets with Economic and
Community Development Director approval.
D. Unused vehicle access points shall be closed
and reconstructed per City standard.
>100’
<100’
Public Street
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-56 City of Azusa | TOD Specific Plan
May 2018
2
BUILDING LOCATION
Placement
A. Parcels fronting Foothill Boulevard and Alosta
Avenue shall orient buildings toward the street.
Building Placement
Public Street
15’
m
i
n
BUILDING SETBACKS
Street
A. 15’ minimum to building.
B. 20’ minimum landscape setback where surface
parking areas are located adjacent to a public
street.
Side
A. 0’ minimum.
Rear
A. 0’ minimum.
Route 66 Themed Public Art Incentive
A. Development dedicating 5% of the front
setback area to Route 66 themed public art
within the Route 66 Overlay may reduce the
minimum street setback requirements by 5’.
B. An additional 5’ of building height is permitted
(10’ for hospitality use) if 10% of the front
setback area is dedicated to Route 66 themed
public art within the Route 66 Overlay.
C. Public art shall comply with Chapter 88.39 - Art
in Public Places of the Development Code and
shall be installed prior to occupancy.
STANDARDS INTERPRETATION
Building Setbacks
Parking Setbacks
Public StreetParki
n
g
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of a
structure on a parcel with considerations being given
to building orientation, setbacks, and parking. The
following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Route 66 District.15’ min.0’ min. Rear
& Side
SetbackPub
l
i
c
S
t
r
e
e
t
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-57
May 2018
STANDARDS
Primary Entrances
Public Stree
tBuilding Entrance
s
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance
door facing the public street. Entrances at
building corners may be used to satisfy this
requirement.
BUILDING HEIGHT
Minimum Height
A. 20’ minimum.
Architectural projections/features may exceed
the height limits of this District up to 10 feet,
subject to Economic and Community Development
Director approval. Projections/features should
be architecturally compatible and aesthetically
pleasing or be screened from view. Neon signage,
historic graphics, and/or other non-business or
project specific related screening methods may be
considered appropriate, subject to Economic and
Community Development Director approval.
Route 66 Themed Public Art Incentive
A. Development dedicating 5% of the required
front setback area to Route 66 themed public
art within the Route 66 Overlay area may
increase the maximum allowed building
height by 5’ (10’ for hospitality uses), subject
to Economic and Community Development
Director approval.
Building Height
40’ max; 50’ max for hospitality uses20’ min.C. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing. Building forms should
encourage a pedestrian-friendly environment by
including amenities, facade articulation, and street
level building openings.
STANDARDS INTERPRETATION
Public Stree
t
INTERPRETATION
Maximum Height
A. 40’ maximum;
50’ maximum for
hospitality uses.
B. Building height may be increased 10’ (20’
for hospitality use) if 10% of the required
front setback area is dedicated to Route
66 themed public art within the Route 66
Overlay area, subject to Economic and
Community Development Director approval.
C. Public art shall comply with Chapter 88.39 -
Art in Public Places of the Development Code
and shall be installed prior to occupancy.
LAND USE AND URBAN FORM
ROUTE 66 DISTRICT
2-58 City of Azusa | TOD Specific Plan
May 2018
2
STANDARDS INTERPRETATION
Building Plate Height
14’ min.Floor StructureT.O.P.
BUILDING ARTICULATION
Plate Height
A. Ground floor plate height shall be a
minimum of 14’.
BUILDING MASSING
Maximum Wall Plane
A. No building façade visible from a public
street shall extend more than 50’ in
length without a 5’ minimum variation
in the wall plane.
50 ft.
max.
5 ft. min.
Building Massing
Public Street
45% min.
for retail
30% min.
for office
Window Glazing
Public Street
WINDOW GLAZING
Solid-to-Void RatioA. 45% minimum transparent glazing of first floor facade for retail uses adjacent
to a public street.
B. 30% minimum transparent glazing of first floor facade for office uses adjacent to a public street.
C. Transparent or translucent glazing is
required on the first floor facade of a
commercial or retail use facing a public street.
D. Opaque, reflective, or dark tinted glass
is not permitted.
E. Window stickers or exterior window treatments that obstruct interior
building views at the street level are
prohibited.
F. The bottom of any window or product display
window shall not be more than three and one-half
feet above the adjacent sidewalk.
G. Product display windows shall have a minimum height of four feet and be internally lit.
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-59
May 2018
FREESTANDING/MONUMENT SIGNAGE
Neon tube/LED freestanding/monument signage
is required for those parcels fronting onto Foothill
Boulevard (Route 66) within the Route 66 District.
Freestanding/monument signage shall comply
with the following requirements in addition to
those outlined in Section 88.38 of the Azusa Sign
Ordinance.
MAXIMUM SIGN AREA
The total sign area on a parcel shall comply with
the following requirements. All other signage not
identified within the Route 66 District shall comply
with the requirements of Chapter 88.38 of the
Azusa Sign Ordinance.
1. Maximum sign area per parcel. The total
sign area on a parcel shall comply with the
following requirements:
A. 1.25 sf for each linear ft. of primary building
frontage.
B. 0.5 additional sf for each linear foot of
secondary building frontage.
C. Each use is allowed a total sign area of at
least 25 sf regardless of frontage length.
D. The total sign area per use shall not exceed
125 sf, without Master Sign Plan approval.
2. Maximum sign area per building frontage.
The total area of all signs on a single structure
frontage shall not exceed the total linear feet
of that frontage.
ROUTE 66 THEMED SIGNAGE
In order to facilitate and further expand on the desired character of the Route 66 District, specific signage
requirements, beyond those required under the City of Azusa’s Sign Ordinance (Chapter 88.38), have been
provided below. In particular, expanded sign area and neon tube/LED lighting requirements are permitted
in exchange for the design and installation of freestanding/monument signage that reflects the culture,
character, form, and style historically present on Route 66 be incorporated into the project signage program.
The standards provided below are subject to the approval of a Sign Permit or Master Sign Plan, in compliance
with Chapter 88.38.
3. Site with 4 or more tenants. An additional
freestanding identification sign of 0.35 sf
for each linear ft. of total primary structure
frontage, up to 125 sf maximum.
USE OF EXPOSED NEON TUBING
The use of neon (exposed gaseous light tubing) and
LED signage is required within the Route 66 District
and shall meet the following requirements:
A. Neon signs and linear tubing shall be UL
(Underwriters Laboratories) listed with a
maximum 20 amps for each circuit;
B. Neon manufacturer shall be registered with
Underwriters Laboratories;
C. Neon tubing shall not exceed 13 millimeters in
diameter;
D. Neon lighting adjacent to residential uses shall
not exceed 1/2 foot candle measured at the
property line;
E. When used as an architectural element, neon
tubing shall be used only to reinforce specific
architectural elements of the structure and
shall be concealed from view through the use
of parapets, cornices, ledges or similar devices;
and
F. Neon signs, together with other permitted
window signs, shall not occupy more than 25%
of the total window area, and shall be used
to enhance the business name, not a specific
brand or product.
LAND USE AND URBAN FORM2
2-60 City of Azusa | TOD Specific Plan
May 2018
ROUTE 66 DISTRICT
2.6.4 Route 66 District Design Guidelines
In the early 1900s, Route 66 served motorists making
a long east/west trip. Consequently small stores, gas
stations, cafes, and motels began to pop up along
the route. Building designs were creative to capture
the attention and desires of motorists and made
of local materials such as wood, brick, and stucco.
Early hotels were organized as cabins or individual
structures and often were characterized by labels such
as the “Colonial Clapboard,” “Western Bungalow,”
“Craftsman Bungalow,” “Spanish Colonial,” or “Spanish
Pueblo.” With the establishment of indoor plumbing,
a more unified architectural style was desired and
motel builders adopted the “Streamline Moderne”
architecture. These unique attributes provide the
foundation for Route 66 architecture. Designers are
encouraged to embrace this whimsical and creative
approach to architecture and signage along the
corridor and conform to the following guidelines:
1. Design features should be incorporated to capture
the essence of Streamline Modern or Art Deco,
such as curved canopies and walls, thin horizontal
canopies over sidewalks, elements with oblique
angles, or creative roof forms.
2. “Off the shelf” or “chain” corporate architecture
and generic designs are not recommended for
new development. Each project should strive to
achieve the unique theme of the corridor.
3. Signs in a 1950s theme are encouraged. Consider
the use of neon, pylons, signs with angular
geometric configurations, and signs with animated
displays. Roof signs and pole-mounted may also
be considered, if provided as a part of Master Sign
Plan application.
In addition, the corridor is composed of larger parcels
with extensive street frontage. As such, the following
guidelines shall be considered in the design of any
project within this district.
4. 360-Degree architecture is the concept of
designing a building where all sides of the building
have been detailed to complement the primary
street elevation in architecture, massing, and
materials. Buildings should be aesthetically
pleasing from all angles. Massing design should
include:
Ê Variation in the wall plane (project and recess)
Ê Variation in wall height
Ê Roofs located at different levels
Ê Surface detailing should not serve as a
substitute for distinctive massing
5. Building scale should be reduced through the
proper use of window patterns, structural bays,
roof overhangs, siding, awnings, moldings, fixtures,
and other details.
6. Locate windows and entrances adjacent to street
and public spaces to improve public safety and
security and provide “eyes on the street”.
7. The ground level should be distinguished from
the upper levels of a building, especially where
a building orients to the street and/or defines
public space. Design elements such as separate
storefronts, display windows, shop entrances,
awnings and overhangs should be incorporated to
add interest and give a human dimension to street-
level building facades.
8. Pedestrian-level exterior walls should have
elements of building depth and character.
Emphasize windows, trellises, roof overhangs,
Example of streamlined modern style architecture.
ROUTE 66 DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-61
May 2018
recessed or projected stories, columns, balconies,
wainscots, and awnings.
9. Property owners should not propose installing
awnings unless they are prepared to maintain and
regularly replace the awnings every eight to ten
years.
10. Parapets should have sufficient articulation of detail,
such as precast treatments, continuous banding, or
projecting cornices, lentils, caps, corner details, or
variety in pitch (sculpted).
11. Parapets should not appear “tacked on” and should
convey a sense of permanence.
12. If the interior side of a parapet is visible from
pedestrian view, it should be finished with the same
materials and a similar level of detail as the front
façade.
13. Parking lots should be well landscaped to help
reduce heat buildup and soften the perceived
negative impact of large paved areas.
14. Parking lot trees are intended to provide a broad
shade canopy for the majority of the parking spaces.
Utilize shade trees that have a canopy of 25 feet to
35 feet at maturity.
15. Parking lots should be well lit to provide safety,
convenience, and promote evening use. Use
pedestrian-scale lighting to avoid excessively tall
stadium style lighting.
16. Any outdoor equipment, whether on a roof,
side of a structure, or on the ground should be
appropriately screened from view and should not
be placed adjacent to the street. The method of
screening should be architecturally integrated with
the adjacent structure in terms of materials, color,
shape and size.
17. Service, utility, and loading areas should be carefully
designed, located, and integrated into the site plan.
They should be located and designed for easy access
by service vehicles, for convenient access by each
tenant, and located to minimize circulation conflicts
Thematic, Route 66 themed signage.
Buildings should be placed to engage the street and designed with
a creative architectural style.
with other site uses. These critical functional
elements should not detract from the public
viewshed area or create a nuisance for adjacent
property owners.
18. Roof access should be provided from the interior
of the building. Exterior roof access ladders are
strongly discouraged.
19. The trash/recycle enclosure should be consistent
with the design and materials with the project and
building architecture.
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-62 City of Azusa | TOD Specific Plan
May 2018
2.7.1 District Character
The Transition District will maintain a
residentially-oriented environment that provides
an appropriately scaled buffer for existing single-
family residential neighborhoods, adjacent to
areas of higher intensity within the Specific
Plan Area. Professional office and creative
studio cottages will repurpose existing single-
2.7 TRANSITION DISTRICT
Local neighborhood market and food hall located at the historic Packing House off 9th Street and Soldano Avenue.
family residences, maintaining the residential
character of the district, while creating new
job opportunities within the community. New,
detached courtyard and attached townhome
residential developments will enhance the
housing variety within the City and enable
convenient access to dining, service, retail, and
public transit. A Neighborhood Market/Food
Repurposing single-family residences into professional office
cottages maintains the residential character of a neighborhood.
Attached townhomes with front porches expand housing options
and create semi-private spaces to engage the neighborhood.
TRANSITION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-63
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Transition District
ED-1 Provide zoning and land use regulations to support future market-driven revitalization and
investment.
A. Incorporate development standards that promote desired architectural features and conditions.
ED-3 Provide increased uses, services, and transportation options to support and benefit the
local community.
A. Provide opportunities for expansion of small, home businesses through allowable land uses.
ED-4 Provide a range of supporting benefits for the local community including a variety of housing, a more
walkable environment, and community amenities.
A. Maintain residential character and orientation, while encouraging additional stand-alone housing
variety within the community.
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through
the built environment.
A. Include standards that require new development to remain appropriately scaled and compatible
with existing residential neighborhoods.
B. Encourage protection and reuse of existing single-family residences through allowable land use
opportunities for office, art and dance studios, live-work, and other residentially compatible uses.
HC-2 Encourage grocery, outdoor dining, and other healthy food related land uses that are easily
accessible to the community.
A. Incentivize repurposing of the historic packing house location into a neighborhood market and food
hall making unique foods and healthy produce easily accessible to the community through a Specialty
Market/Food Hall Overlay.
HC-3 Emphasize streetscape and landscaping enhancements to improve walking, bicycling, and transit use
options.
A. Enhance pedestrian connectivity to other districts within the Specific Plan Area through landscaping,
mobility, and streetscape improvements.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
Hall Overlay to the historic Packing House, at
the corner of 9th Street and Soldano Avenue,
will allow for a neighborhood specialty market
and food hall, creating a regional destination
for unique and healthy foods, as well as a local
gathering space that facilitates community
interaction. Bicycle lanes and streetscape
improvements within the district will enhance
pedestrian and bicycle mobility and create
a pleasant and enjoyable experience when
traveling to the historic Packing House, the Azusa
Downtown Gold Line Station, or nearby districts.
2.7.2 Land Use
Expanding the housing variety within the
Transition District creates additional housing
opportunities near the Azusa Downtown Gold
Line Station. New courtyard, townhome, and
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-64 City of Azusa | TOD Specific Plan
May 2018
IMAGE
PLACEHOLDER
Recent landscaping and streetscape enhancements within the
Rosedale development may inspire improvements to 9th Street.
Food halls and specialty markets create community gathering
spaces that provide convenient access to unique, healthy foods.
duplex residential development within this
District supports the commercial, retail, and
restaurant uses within adjacent Specific Plan
districts. Office, dance and martial arts studios,
and day care center uses repurpose existing
single-family residences in order to protect
and maintain the residential character of the
Transition District.
Lot coverage for new development within the
Transition District is restricted to 80% maximum
of the total lot area. The remaining 20% is
required to be landscaped in order to beautify
and enhance the District’s character. Maximum
building heights for new development are limited
to 35 feet within this District in order to remain
compatible with existing building heights. Street
setbacks are required to be a minimum of 10
feet, although porches may encroach 5 feet
within the required street setback.
Lack of appropriate buffers and transitioning of higher intensity
uses can negatively affect neighboring properties.
Landscaping improvements are encouraged
to form a gradual change in character from
surrounding Specific Plan districts. Bicycle
lanes and streetscape enhancements along 9th
Street, San Gabriel Avenue, Soldano Avenue,
and Alameda Avenue improve non-motorized
mobility and beautify the Transition District
TRANSITION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-65
May 2018
Figure 2-6: Transition District
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic District
Æb
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y
Foothill Blvd Foothill Blvd
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel Ave6th St
Pasadena AveCerritosAve5th St
Azusa DowntownStation
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Target
Park
PublicLibrary
SeniorCenter
Alameda AveDalton Ave9th St
5th St
AREA OFNO CHANGE
AtlantisGardens
Azusa PacificUniversity
Sp
St Francis ofRome School
SlausonPark LeeElementarySoldano AveDalton AveAlameda AveAzusa AveSan Gabriel AveVeteran'sMemorialPark
CityHallAzusa AveSoldano AvePasadena AvePackingHouse
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 280 560140Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
No Change
Transition District Key Map
Azusa Foothill Citrus Association Packing House
NSpecialty Market/Food Hall Overlay
environment. Recent enhancements along 10th
Street provide a local example for informing
future 9th Street improvements.
A. SPECIALTY MARKET/FOOD HALL
OVERLAY
The former Azusa Foothill Citrus Association
Packing House is located at 9th Street and
Soldano Avenue (see Figure 2-6). The Specialty
Market/Food Hall Overlay encourages the
protection and repurposing of the historic
structure. A specialty market and food hall is
envisioned as a unique culinary and ethnic food
hall that sells local products and fresh produce
to the community while creating a regional
destination for visitors. Refer to Page 2-71 for
detailed Specialty Market/Food Hall incentives.
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-66 City of Azusa | TOD Specific Plan
May 2018
Table 2-5: Transition District Allowable Uses
A. Commercial Recreation Facility-Indoor
B. Conference/Convention Facility
C. Health/Fitness Facility
D. Library/Museum
E. School-Specialized Education/Training
F. Alcoholic Beverage Sales
G. Auto Vehicle Sales and Rental
H. Bar/Tavern
I. Drive-Through Facility
J. Furniture, Furnishings, and Appliance Store
K. General Retail
L. Night Club
M. Lodging - Hotel or Motel
N. Mortuary, Funeral Home
O. Public Safety Facility
P. Repair Service
Q. Vehicle Service
R. Public Facility
S. Telecommunications Facility
T. Transit Station or Terminal
U. Utility Facility
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
UP Use Permit required
S Permit requirement set by Specific Use Regulations
Note: A combination of any of the permitted uses may be provided
within a horizontal or vertical mixed-use project provided the
Ground Floor Use Standard (provided below) and Mixed-Use
Standards provided on Page 2-7 are adhered to.
PROHIBITED USES
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
Museum P ATM P
Park, Playground P Banks, Financial Services P
Studio‐Art, Dance, Martial Arts, Music, Etc.P Business Support Service P
RESIDENTIAL Medical Office/Service P1
Caretaker/Manager Unit P Office P2
Courtyard Housing P SERVICES ‐ GENERAL
Duplex/Triplex/Fourplex P Day Care Center ‐ Child or Adult MUP
Home Occupation P Lodging ‐ Bed & Breakfast Inn (B&B)P
Live/Work Unit MUP Personal Services P
Mixed‐Use P
Organizational House MUP
Residential Accessory Use or Structure P
Residential Care (six or fewer clients)P
Senior Citizen Apartment P
Single‐Family Dwelling P
Multifamily P
RETAIL SALES
Neighborhood Market P
Restaurant, Café, Coffee Shop P
Specialty Market P
ALLOWABLE USES: Transition District
TRANSITION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-67
May 2018
COVERAGE
Lot Coverage
A. 80% maximum.
COVERAGE
Landscaping Coverage
A. 20% maximum.
Landscaping Standards
A. Refer to Chapter 88.34 - Landscaping
Standards of the Development Code for
specific requirements.
STANDARDS INTERPRETATION
Lot Coverage
Landscaping Coverage
2.7.3 Development Standards
The following development standards are specific
to the Transition District. These standards have
been tailored to reflect the desired character and
implement the vision of the Transition District. They
provide the framework for the creation of a safe,
vibrant, and pedestrian-friendly environment that
maintains the residential orientation of the District.
In addition to the development standards located on
the following pages, projects will be evaluated on their
adherence to standards provided in Section 2.2.45,
Section 3, and the design guidelines and strategies
located in Sections 1.7, 2.5.2, and 2.7.4.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
80% Lot
Coverage
20% Landscape
Coverage
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-68 City of Azusa | TOD Specific Plan
May 2018
SERVICE AND DELIVERY AREAS
Loading and Service Areas
A. Loading docks and service bays shall be located
a minimum of 15’ from any public street.
B. Trash and recycling enclosures shall not be
located adjacent to a public street.
STANDARDS INTERPRETATION
Service and Delivery Areas
Service
Loading 15’ min.Parking
Public Stre
e
t
7’-6” min.7’-6” min.7’-6” min.Public Street
Line of SightVEHICULAR LINE OF SIGHT
Clear Zones
A. The clear zone shall consist of an isosceles right
triangle with 7’6” sides on the driveway and
street.
B. The clear zone shall not be occupied by a
ground floor building footprint, site features,
or landscaping that is taller than 3’.
Residential Open Space
40 sf/unit min. of
Common Open Space
200 sf/unit min. of
Private Open Space
RESIDENTIAL OPEN SPACE
Residential Private Open Space
A. Private open space shall be provided at 200 sf
per unit minimum and a minimum dimension of
10’x10’.
Residential Common Open Space
A. Common open space shall be provided at a
minimum of 40 sf per unit with a minimum of 10’
in any direction.
B. Common open space shall be purposefully
designed as active or passive recreational
facilities.
C. Rooftop open space may satisfy this requirement,
provided it is available for use by all residents.
TRANSITION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-69
May 2018
10’
m
i
n
BUILDING SETBACKS
Street
A. 10’ minimum to building. Porches may
encroach 5’ into the required street setback.
B. 10’ minimum landscape setback where surface
parking areas are located adjacent to a public
street.
Side
A. 5’ minimum.
Rear
A. 10’ minimum.
STANDARDS INTERPRETATION
Building Setbacks
Parking Setbacks
Public StreetParki
n
g
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of
a structure on a parcel with considerations being
given to building orientation, setbacks, and parking.
The following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Transition District.
10’
m
i
n
.5’ min.10
’
m
i
n
.Public StreetBUILDING LOCATION
Placement
A. Parcels fronting a public street shall orient
buildings toward the street.
Building Placement
Public Street
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-70 City of Azusa | TOD Specific Plan
May 2018
BUILDING ARTICULATION
Plate Height
A. Ground floor plate height shall be a
minimum of 14’.
STANDARDS INTERPRETATION
Primary Entrances
Public Str
e
et
Building En
t
r
a
n
c
e
s
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance
door facing the public street. Entrances at
building corners may be used to satisfy this
requirement.
BUILDING HEIGHT
Maximum Height
A. 35’ maximum.
Building Height
C. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing.
Building forms should encourage a pedestrian-
friendly environment by including amenities, facade
articulation, and street level building openings.
STANDARDS INTERPRETATION
35’ maxBuilding Plate Height
14’ min.Floor StructureT.O.P.
TRANSITION DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-71
May 2018
STANDARDS INTERPRETATION
Window Glazing
Public Stre
e
t
WINDOW GLAZING
Solid-to-Void Ratio
A. Transparent or translucent glazing is required
on the first floor facade of a commercial or
retail use facing a public street.
B. Opaque, reflective, or dark tinted glass is not
permitted.
C. Window stickers or exterior window
treatments that obstruct interior building views at the street level are prohibited.
D. The bottom of any window or product display
window shall not be more than three and one-
half feet above the adjacent sidewalk.
E. Product display windows shall have a minimum
height of four feet and be internally lit.
SPECIALTY MARKET/FOOD HALL OVERLAY INCENTIVES
A. Lot Coverage: 100% maximum
B. Landscape Coverage: 0%
C. 0’ minimum setback on all sides.
D. Parking Ratio: 1 space/1,000 sf
E. Loading and unloading is not permitted off of 9th Street.
F. Historic architectural character shall be maintained.
SPECIALTY MARKET/FOOD HALL OVERLAY INCENTIVES
LAND USE AND URBAN FORM
TRANSITION DISTRICT2
2-72 City of Azusa | TOD Specific Plan
May 2018
2.7.4 Transition District Design Guidelines
1. Architectural character of a building should build
upon and maintain the traditional neighborhood
character with an emphasis on historic
architectural styles, building type, materials and
details.
2. 360-Degree architecture is the concept of
designing a building where all sides of the building
have been detailed to complement the primary
street elevation in architecture, massing, and
materials. Buildings should be aesthetically
pleasing from all angles.
3. Continuity among buildings contributes to
neighborhood identity. The intent of the Transition
District is to provide a physical and visual buffer
between more intense districts and established
single-family development. As the area develops,
buildings within this District should complement
the form, scale, and proportion (relationship of
height and width) of adjacent buildings within
the District and should acknowledge the historic
character of the neighborhood.
4. Conversions of residential structures to commercial
use shall retain the residential character of
the existing building and existing architectural
moldings, ornamentation, and other interesting
detailing should be retained and repaired or
replaced to match the original detail.
5. The main entrance to a building or residential
unit should be clearly identifiable and unique.
These elements should be integrated into the
building design to avoid the look of “tacked
on” architectural features. One or more of the
following methods should be incorporated in the
entrance design:
Ê A change in wall plane
Ê Wall articulation around the door and
projecting beyond the door
Ê Placement of decorative detailing at the
entry
Ê A projecting element above the entrance
Ê A change in material or detailing
Ê Implementation of architectural elements
such as flanked columns or decorative
fixtures
Ê Recessed doors, archways, or cased
openings
Ê A portico or formal porch projecting from
or set into the surface
Ê Changes in the roof line
6. Locate windows and entrances adjacent to street
and public spaces to improve public safety and
security and provide “eyes on the street”.
7. Porches, stoops, and balconies are encouraged to
complement and enhance overall building design.
8. Covered porches or patios at the first floor level
oriented toward the front and/or side yard should
be a minimum of 6’ in depth, and shapes, sizes,
and setbacks should vary from house to house.
9. Siding should wrap around the outside corners
of the building to the fence line at a minimum.
The use of siding on the entire building is
recommended.
10. Fencing and wall materials should be compatible
with the building and should be used to reinforce
the architectural theme of the building.
CIVIC DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-73
May 2018
2.8.1 District Character
The Civic District will remain the focal point of
community involvement and identity in Azusa
through the historic buildings, public facilities,
and memorials that provide special functional
and symbolic importance. Limited changes to
the Azusa Development Code will ensure that
any new development remains both physically
2.8 CIVIC DISTRICT
City of Azusa City Hall.
and visually complementary to the existing City
Hall, library, senior center, police station, and
other public buildings. Veteran’s Freedom Park
and other open spaces within the Civic District
will provide opportunities for expanding active
recreation and outdoor community events. New
and/or expanded memorials for community
veterans will further the importance of the
Veterans Freedom Park provides the platform for expanded
recreational and outdoor community events.
Civic buildings and public facilities represent Azusa’s history and
contribute to the City’s identity.
LAND USE AND URBAN FORM
CIVIC DISTRICT2
2-74 City of Azusa | TOD Specific Plan
May 2018
SPECIFIC PLAN GUIDING PRINCIPLES - Related to the Civic District
TO-6 Establish pedestrian linkages to and from the future Azusa Downtown Gold Line Station to support a
walkable station area and function as a community gateway to downtown Azusa.
A. Propose extending the welcome plaza from the Azusa Downtown Gold Line Station in the Gold Line
District to strengthen pedestrian linkages to the Civic District along Santa Fe Avenue and Alameda
Avenue.
ED-4 Provide a range of supporting benefits for the local community including a variety of housing, a more
walkable environment, and community amenities.
A. Emphasize improvements to existing parks and open space to enhance active recreational and outdoor
community gathering spaces.
B. Celebrate the history of democratic, military, and public service involvement in the community by
improving and expanding upon existing memorials.
S-2 Maintain and enhance structures identified as having historic value to retain and support the existing
historic character of Azusa.
A. Focus on maintaining existing civic, cultural, and public institutions to protect the history and identity
of Azusa.
HC-1 Provide district-specific development standards and design guidelines that enhance architectural
quality, improve the overall identity of the Specific Plan Area, and enrich the quality of life through
the built environment.
A. Tailor the allowable land uses to ensure that new development remains compatible with existing civic
and public facilities.
B. Minimize changes to existing Development Code requirements to maintain the character and quality of
the built environment within the Civic District.
HC-3 Emphasize streetscape and landscaping enhancements to improve walking, bicycling, and transit use
options.
A. Incorporate improved landscaping, streetscape, and pedestrian amenities to facilitate inter-district
connectivity and ease of access to the Azusa Downtown Gold Line Station.
CP-1 Incorporate Crime Prevention through Environmental Design (CPTED) strategies that contribute to
the safety and vitality of residents and visitors of Azusa.
A. Encourage positive social interactions and deter potential criminal behavior through the design and
development of both public and private spaces (refer to Section 1.7.6).
Civic District as a symbolic focal point of Azusa.
Enhancing pedestrian connections to the Azusa
Downtown Gold Line Station and adjacent Gold
Line District, through the incorporation of a new
welcome plaza, will enrich the overall character
and sense of place representing the Azusa
community.
2.8.2 Land Use
The Civic District is mostly comprised of existing
civic, cultural, and public service buildings
and facilities. These existing civic and public
service uses provide the central framework
for celebrating the community’s history of
democratic involvement. While the identity of
CIVIC DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-75
May 2018
Veterans Park Memorials honor those past and present members of the
community who served their country and their community.
the Civic District remains oriented toward public
uses, the incorporation of complementary uses
adds additional activity and vitality to the District
in the future.
Minimal changes are proposed to the existing
Azusa Development Code relating to the Civic
District in order to maintain its existing character.
While almost all areas of the District are already
developed, any new development may build
out to 100% of lot coverage. In addition, the
massing of new buildings visible from a public
street are required to incorporate a minimum of
5 feet variation in the facade for every 50 feet of
wall plane in order to create visual interest and
continuity.
The Civic District requirements place a greater
emphasis on improving existing park and
Public facilities provide a central gathering space for holding events
to bring together members of the community.
open space areas. Future incorporation of
a community amphitheater within Veterans
Freedom Park will provide a central community
gathering place for hosting events for residents
and visitors. In addition, closing portions of
Alameda Avenue and Santa Fe Avenue will
LAND USE AND URBAN FORM
CIVIC DISTRICT2
2-76 City of Azusa | TOD Specific Plan
May 2018
Figure 2-7: Civic District
Æb
8th St
Foothill Blvd
Azusa DowntownStation
Azusa Light & Water
CVS Pharmacy
Target
PublicLibrary
SeniorCenter
St FrRomDalton AveAlameda AveSan Gabriel AveVeteran'sMemorialPark
CityHallAzusa AveSoldano AvePasadena AveSOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Districts
0 125 25062.5 Feet μCivic District
Downtown District
Downtown Expansion District
Transition District
Corridor District
Gold Line District
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
No Change
Foothill Blvd
Azusa AveAzusa DowntownStation
APU/CitrusCollege Station
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA District Key Map
0 500 1,000250Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Gold Line District
Downtown District
Downtown Expansion District
No ChangeRoute 66 District
Transition District
Civic DistrictCivic District Key Map
N
allow for the creation of a welcome plaza that
continues into the adjacent Gold Line District
and facilitates inter-district connectivity (refer to
Section 3.2.6). Additional opportunities exist for
integrating and facilitating connections between
adjacent Specific Plan districts through the
incorporation of landscaping, streetscape, and
pedestrian improvements.
CIVIC DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-77
May 2018
LAND USE REGULATION LAND USE REGULATION
RECREATION, EDUCATION, AND PUBLIC ASSEMBLY SERVICES ‐ GENERAL
Library, Museum P Day Care Center ‐ Child or Adult MUP
Live Entertainment UP Public Safety Facility P
Meeting Facility, Public or Private MUP TRANSPORTATION, COMMUNICATIONS, AND INFRASTRUCTURE
Park, Playground P Parking Facility, Public or Commercial MUP
RESIDENTIAL Public Facilities P
Senior Citizen Apartment MUP Telecommunications Facility S
RETAIL SALES Utility Facilty P
Farmers Markets MUP
General Retail P
Restaurant, Café, Coffee Shop P
SERVICES ‐ BUSINESS, FINANCIAL, AND PROFESSIONAL
ATM P
Banks, Financial Services MUP
Business Support Service P
Office MUP1
ALLOWABLE USES: Civic District
Table 2-6: Civic District Allowable Uses
Uses not Identified within the Allowable Use Table are not permitted within the Civic District.
P Permitted Use, Zoning Clearance required
Refer to Chapter 88.70 of the Development Code for Definitions
uses permitted on a second or upper floor.
permitted on a second or upper floor.
1 Only Medical Services ‐ Doctor Office use
2 Only Office‐Processing and Office‐Professional
MUP Minor Use Permit required
UP Use Permit required
S Permit requirement set by Specific Use Regulations
PROHIBITED USES
LAND USE AND URBAN FORM
CIVIC DISTRICT2
2-78 City of Azusa | TOD Specific Plan
May 2018
COVERAGE
Lot Coverage
A. 100% maximum.
Landscaping Standards
A. Refer to Chapter 88.34 - Landscaping
Standards of the Development Code for
specific requirements.
STANDARDS
STANDARDS
INTERPRETATION
INTERPRETATION
Lot Coverage
100%
Lot
Coverage
2.8.3 Development Standards
The following development standards are specific to
the Civic District. These standards have been tailored
to reflect the desired character and implement the
vision of the Civic District. For development standards
not included within this section, refer to the City of
Azusa Development Code for additional requirements.
In addition to the development standards located on
the following pages, projects will be evaluated on their
adherence to standards provided in Section 2.2.45,
Section 3, and the design guidelines and strategies
located in Sections 1.7, and 2.5.2.
A. SITE PLANNING
Site planning and design is key to quality development.
The following standards promote orienting buildings
toward the street to promote an active street
environment and regulations that minimize pedestrian
and vehicular conflicts.
B. BUILDING PLACEMENT AND ORIENTATION
Building placement refers to the physical siting of
a structure on a parcel with considerations being
given to building orientation, setbacks, and parking.
The following standards promote building placement
that creates an active public realm, creates a strong
continuity of frontages, and contributes to greater
utilization of parcels within the Civic District.
BUILDING LOCATION
PlacementA. Parcels fronting a public street shall orient
buildings toward the street.
Building Orientation
Public Street
CIVIC DISTRICT
LAND USE AND URBAN FORM 2
City of Azusa | TOD Specific Plan 2-79
May 2018
Primary Entrances
Public Str
e
et
Building En
t
r
a
n
c
e
s
C. BUILDING FORM AND MASSING
Building form refers to the shape, configuration,
and relationship of a building to its environment. A
number of details must be considered when designing
a building’s form including building height, plate
height, configuration, roof form, facades, articulation,
entrances, and window glazing.
Building forms should reflect the architectural
character of the existing buildings within the Civic
District.
STANDARDS INTERPRETATION
BUILDING MASSING
Maximum Wall PlaneA. No building façade visible from a public street shall extend more than 50’ in length without a
5’ minimum variation in the wall plane.
Roof FormsA. Gable, shed, and hip tile roof forms shall be integrated into buildings within this district.
45% min.
for retail
30% min.
for office
Window Glazing
Public Street
WINDOW GLAZING
Solid-to-Void Ratio
A. 45% minimum transparent glazing of first
floor facade for retail uses adjacent to a public
street.
B. 30% minimum transparent glazing of first floor
facade for office uses adjacent to a public
street.
C. Transparent or translucent glazing is required on the first floor facade of a commercial or
retail use facing a public street.
D. Opaque, reflective, or dark tinted glass is not
permitted.
E. Window stickers or exterior window
treatments that obstruct interior building
views at the street level are prohibited.
50’ ma
x
.
5’ min.
Maximum Wall Plane
Public Street
F. The bottom of any window or product display window shall not be more than three and one-half feet above the adjacent sidewalk.
G. Product display windows shall have a minimum
height of four feet and be internally lit.
STANDARDS INTERPRETATION
BUILDING ENTRANCES
Primary Entrances
A. Buildings shall have a primary entrance door
facing Alameda Avenue and Dalton Avenue.
Entrances at building corners may be used to satisfy this requirement.
LAND USE AND URBAN FORM2
2-80 City of Azusa | TOD Specific Plan
May 2018
THIS PAGE LEFT BLANK
SECTION 3
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS
3 Direction for Public Realm Improvements
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
SECTION 3 CONTENTS
3.1 INTRODUCTION ........................................................3-1
3.2 PEDESTRIAN ACCESS AND IMPROVEMENTS ...........3-4
3.2.1 Sidewalks and Landscaping ....................................3-4
3.2.2 Paseos .........................................................................3-5
3.2.3 Crossings .....................................................................3-6
3.2.4 Plazas and Public Spaces ........................................3-8
3.3 CIRCULATION AND STREET IMPROVEMENTS ........3-10
3.3.1 Azusa Avenue ..........................................................3-11
3.3.2 San Gabriel Avenue ................................................3-14
3.3.3 Alameda Avenue ....................................................3-17
3.3.4 9th Street ..................................................................3-20
3.3.5 Foothill Boulevard ....................................................3-23
3.4 BICYCLE ACCESS AND IMPROVEMENTS ..............3-27
3.5 PUBLIC/PRIVATE TRANSIT .......................................3-30
3.6 STREETSCAPE FURNISHINGS ..................................3-32
3.6.1 Specific Plan Area Improvements .........................3-32
3.6.2 Downtown Streetscape Improvements ................3-33
3.6.3 Route 66 Streetscape Improvements ....................3-35
3.6.4 APU/Citrus Avenue Station and College
Connection Streetscape Improvements ..............3-37
3.7 GATEWAYS AND SIGNAGE ...................................3-39SUBSECTIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-1 Streetscape and Beautification Map ...............................3-2
3-2 Paseo Opportunity between San Gabriel Avenue and
Azusa Avenue ......................................................................3-5
3-3 Example of Signalized Intersection Improvements at
San Gabriel Avenue and Foothill Boulevard ....................3-7
3-4 Example of Unsignalized Intersection Improvements at
Dalton Avenue and Foothill Boulevard ............................3-7
3-5 Plaza and Public Space Opportunities .............................3-9
3-6 Circulation Map.................................................................3-10
3-7 Azusa Avenue Cross Sections ..........................................3-12
3-8 San Gabriel Avenue Cross Sections ................................3-15
3-9 Temporary Street Closure Opportunities ........................3-18
3-10 Alameda Avenue Cross Sections ..................................3-18
3-11 9th Street Cross Sections .................................................3-21
3-12 Foothill Boulevard Cross Sections ...................................3-24
3-13 Bicycle Map .....................................................................3-28
3-14 Public Transit Map ...........................................................3-31
3-1 Azusa Avenue Tree Palette ..............................................3-13
3-2 San Gabriel Avenue Tree Palette ....................................3-16
3-3 Alameda Avenue Tree Palette ........................................3-19
3-4 9th Street Tree Palette.......................................................3-22
3-5 Foothill Boulevard Tree Palette ........................................3-25FIGURESTABLES
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-1
May 2018
owners, and residents with the needs of
motorists to move safely and efficiently along
the area’s roadways. The volume and speed of
traffic, wide streets, and expansive parking lots
can discourage pedestrian activity.
Traffic information and recommendations
contained in this section rely in large part on
the traffic impact analysis for the Specific Plan
prepared by Fehr and Peers. In addition to the
completed traffic impact analysis, the City of
Azusa in coordination with Caltrans, will also
evaluate individual project applications based
on the policies listed below.
• The City of Azusa will ensure that future
development applicants who expect to
meet the project applicability thresholds
listed in Section 6.4, Page 6-4, will consult
with Caltrans during the scoping of the
required Transportation Impact Study (TIS).
• The City of Azusa will ensure that TIS
analysis methods for state facilities apply
the latest version of Caltrans guidance for
a Traffic Impact Study (TIS) or equivalent
state of the practice methods and guidance
(e.g. HCM 2010, California Highway Design
Manual, CAMUTCD).
As part of the Gold Line Phase II light rail
extension, the City will be home to two new
stations: the Azusa Downtown Station and
the APU/Citrus Avenue Station. These stations
serve as a natural foundation for Transit-
Oriented Development to occur within a 1/4-
mile of the stations.
This section of the Specific Plan discusses the
role of mobility to support the vision and goals
for the planning area (Section 1.7). It presents
recommendations and guidelines for the
main thoroughfares in the Specific Plan Area
(Azusa Avenue, San Gabriel Avenue, Foothill
Boulevard and their cross streets), including
traffic calming, bicycle facilities, pedestrian
transit, and parking improvements.
Streetscape beautification within the Specific
Plan Area is one of the primary goals of the
Specific Plan. Existing streetscape conditions
include gaps in the sidewalk network, a lack
of human-scale along some street frontages,
and wide expanse of asphalt dominated
by automobile through traffic. This section
includes recommendations and guidelines for
improving the streetscape to create a more
pedestrian-oriented environment by reducing
the dominance of the roadway and bringing
about a distinct identity around the transit
stations, within the Downtown and along the
Foothill Boulevard/Alosta Avenue corridor.
The existing automobile-dominated street
pattern developed in the past presents a
number of challenges when trying to create
a pedestrian-friendly environment. A major
challenge to improving the Specific Plan Area
will be to strike a balance between the needs
of pedestrians, shoppers, employees, business
3.1 INTRODUCTION
Metro Rail in South Pasadena.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-2 City of Azusa | TOD Specific Plan
May 2018 ÉÖyawliaR FSNB & enildloG
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San Gabriel AveAzusa Ave6th St
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STREETSCAPE BEAUTIFICATION
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Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific PlanCITY OF AZUSA Streetscape Beautification
Opportunites
0 500 1,000250Feet µGateway
ÉÖFuture Traffic Control
Transit Site
Specific Plan Boundary
City Boundary
Date: 6/18/2015Downtown Streetscape Beautification
Route 66 Streetscape Beautification
Citrus Station Streetscape BeautificationParcel Boundary
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MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-3
May 2018ÉÖyawliaR FSNB & enildloG
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AT
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San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
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AzusaPacificUniversity
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CityHall
Azusa Light & Water
CVS Pharmacy
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PublicLibrary
SeniorCenter
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9th St
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Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific PlanCITY OF AZUSA Streetscape Beautification
Opportunites
0 500 1,000250Feet µGateway
ÉÖFuture Traffic Control
Transit Site
Specific Plan Boundary
City Boundary
Date: 6/18/2015Downtown Streetscape Beautification
Route 66 Streetscape Beautification
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Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific PlanCITY OF AZUSA Streetscape Beautification
Opportunites
0 500 1,000250Feet µGateway
ÉÖFuture Traffic Control
Transit Site
Specific Plan Boundary
City Boundary
Date: 6/18/2015Downtown Streetscape Beautification
Route 66 Streetscape Beautification
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Azusa Light & Water
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AT&T
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PublicLibrary
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CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveSlausonPark
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Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific PlanCITY OF AZUSA Streetscape BeautificationOpportunites
0 500 1,000250Feet µGateway
ÉÖFuture Traffic Control
Transit Site
Specific Plan Boundary
City Boundary
Date: 6/18/2015Downtown Streetscape Beautification
Route 66 Streetscape Beautification
Citrus Station Streetscape BeautificationParcel Boundary
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MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-4 City of Azusa | TOD Specific Plan
May 2018
3.2 PEDESTRIAN ACCESS AND IMPROVEMENTS
Enhancing the pedestrian experience is one of
the primary goals of this Specific Plan. Street
trees, landscaping, consistent street furnishings,
parking access from side streets and paseos,
and safe street crossings all contribute to an
appealing street scene and pedestrian-friendly
environment. Development within the Specific
Plan should conform to the following guidelines
and recommendations.
3.2.1 Sidewalks and Landscaping
Pedestrian facilities are provided throughout the
Specific Plan Area with sidewalks present on local
streets. Sidewalks are generally comfortable for
pedestrian circulation along Azusa Avenue with
landscaping, seating, adequate clear sidewalk
area, ADA compliant curb ramps, and active
ground floor uses, but additional improvements
are necessary on surrounding streets.
The maintenance of existing sidewalks should
be addressed throughout the Specific Plan Area.
Hazardous irregularities in the paving need to be
repaired and maintained to City standards. As
new development occurs, sidewalk installation
and improvements will be included in areas
where gaps and deficiencies exist.
Well maintained and unobstructed sidewalks provide a safe and
enjoyable pedestrian experience.
Landscape planters provide space for shade trees and plants to
soften the street.
SIDEWALK AND LANDSCAPING GUIDELINES
A. Sidewalk areas should be enhanced
through the incorporation of planter pots,
plaza landscaping, and building setback
landscaping.
B. Containers and/or box planters may be
used to enhance sidewalks, plazas, and
courtyards.
C. Parking lots should be screened with a
landscaped wall or a landscaped buffer.
D. Entries should be well signed and be
shared with adjacent businesses where
possible.
E. In addition to a landscaped buffer or
parkway, a consistent treatment of trees
planted in tree grates or parkways should
be incorporated to unify the streetscape
and beautify the area (refer to specific
street tree recommendations located
within this Section for Azusa Avenue, San
Gabriel Avenue, Alameda Avenue, 9th
Street, and Foothill Boulevard).
F. Maintain a minimum four foot sidewalk
clearance and minimize the encroachment
of public right-of-way infrastructure (e.g.
light poles, signs) through site specific
designs within this pedestrian zone.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-5
May 2018
PASEO GUIDELINES
Existing paseo along Azusa Avenue within Downtown.
Landscaped paseos provide visual intrigue between buildings.
3.2.2 Paseos
Paseos provide an opportunity for improved
pedestrian circulation within the Specific
Plan Area while at the same time enhancing
community character and creating distinctive
urban spaces. Development within the Specific
Plan should conform to the following guidelines
and recommendations.
A. Paseos should be incorporated into
the design of large consolidated lots to
enhance connectivity between alleys and
primary streets.
B. Paseos should be enhanced with
landscaping, special paving treatment,
signage, gateway treatment, lighting, and
public art.
A. A pedestrian walkway connecting San
Gabriel Avenue to east of Azusa Avenue
should be incorporated through the
parking lot between CVS and Azusa Light
and Water (see Figure 3-2).
Æb
Æb ÉÖGoldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
Azusa DowntownStation
APU/CitrusCollege Station
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3A2
37
36 DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveSlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
STREETSCAPE BEAUTIFICATION
PotentialConnection
&&&&kjPlannedParkingStructure
kj
StationParking
ROUTE 66 THEME ÅB
ÅBROUTE 66 THEME ÅB
ÅBããElevated Access
ããããHistoricDepot
]
^)
9th St
Crescent
D
rMcKeever Ave9th St
SLOWSLOW)
)
HistoricResource
HistoricResource
Paseo Opportunity
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
TOD Opportunity Sites (City-owned property)
CITY OF AZUSA
#
Opportunities
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13
Rosedale Specific Plan Area
Route 66 Historic Monument/Intersection Improvements^)
Potential Ampitheater]Streetscape Beautification Opportunity
Site Within 1/4 Mile of Rail Station
Gateway
ÉÖFuture Traffic Control
Transit SiteÆb
TOD Opportunity Sites
Parcel Boundary
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Date: 6/18/2015
Potential Plazas)
University/School Areas
University/School Areas Outside Specific Plan
Historic Resources
Potential Plaza
Potential Paseo
Figure 3-2: Paseo opportunity between San Gabriel Avenue and Azusa Avenue.
PASEO IMPROVEMENT RECOMMENDATION
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-6 City of Azusa | TOD Specific Plan
May 2018
3.2.3 Crossings
A change in roadway materials provides a
psychological clue to distinguish the pedestrian
realm from the automotive realm. Accent
paving contributes to the overall appeal of an
intersection and should be located at corners
on sidewalks and in crosswalks of major
intersections. Development within the Specific
Plan should conform to the following guidelines
and recommendations.
A. Crosswalks at all intersections should
have consistent paving treatments to
improve the visual appeal of the street,
help designate distinct activity centers,
and separate pedestrians from vehicles.
B. The texture and tolerances of accent
paving should consider universal design
standards to accommodate the elderly,
bicyclists, children in strollers and people
with disabilities. Paving materials,
for example, should not have deep
grooves between pavers that may cause
discomfort for someone with a fragile
spine or poor mobility.
C. Curb bulbouts should be installed
to improve the horizontal clearance
within the sidewalk zone and allow for
streetscape amenities and a landscaped
parkway with street trees. Reducing
the curb-to-curb width of the roadway
will also reduce the travel distance
for pedestrians that are crossing at
intersections.
Existing crosswalk with paving treatment across from the future
Azusa Downtown Gold Line Station on Azusa Avenue.
CROSSING GUIDELINES
A. Selected uncontrolled crossings or mid-
block crossings along multi-lane roadways
should be considered for enhancement
based on the existing roadway volumes,
speed limit, number of travel lanes to be
crossed, and the presence of a median or
other enhancement such as pedestrian
actuated crossing beacons.
B. Additional locations of signalized and
unsignalized intersection improvements
throughout the Specific Plan Area can
be found in Figure 3-13. The following
enhancements should be incorporated
at selected signalized and unsignalized
crosswalks as indicated in Figure 3-3
and Figure 3-4.
CROSSING IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-7
May 2018
Figure 3-4: Example of Unsignalized Intersection
Improvements at Dalton Avenue and Foothill
Boulevard (refer to Figure 3-1).\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIPrototypical Unsignalized Intersection Recommendations
Foothill & Dalton
Figure X
Foothill BlvdDalton Ave1
3
2
5
4
1
2
3
4
5
Stripe crosswalks with high visibility pattern
Curb extensions
Yield to pedestrians signage
Yield limit lines
Rectangular Rapid Flashing Beacons\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIPrototypical Unsignalized Intersection Recommendations
Foothill & Dalton
Figure X
Foothill BlvdDalton Ave1
3
2
5
4
1
2
3
4
5
Stripe crosswalks with high visibility pattern
Curb extensions
Yield to pedestrians signage
Yield limit lines
Rectangular Rapid Flashing Beacons
C. North-south marked crossings across
Foothill Boulevard (at Angeleno Avenue,
Dalton Avenue, and Soldano Avenue)
should be enhanced with the following
criteria (refer to Figure 3-3, Figure 3-4,
and Figure 3-1 Streetscape Beautification
Map:
• Enhance median to provide pedestrian
refuge area four- to six-feet-wide, or
• Install curb extensions to shorten
crossings and improve visibility, in
conjunction with the provision of a
pedestrian crossing beacon.
• Consider converting to a high-visibility
crosswalk pattern based on pedestrian
activity in downtown and to reflect the
crossing is uncontrolled.
• Install advanced limit lines indicating
where motorists should stop when a
pedestrian is crossing the street.
• Maintain or update crossings to include
the most recent Manual on Uniform
Traffic Control Devices (MUTCD)
pedestrian crossing signage standards.
D. If Azusa Avenue is converted to a two-way
street, additional enhancements should be
included to address the change in roadway
conditions.\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIPrototypical Signalized Intersection Recommendations
Foothill & San Gabriel
Figure X
Foothill Blvd San Gabriel Ave5
1
3
2
4
1
2
3
4
5
Stripe crosswalks with parallel lines
Curb extensions with directional curb ramps and landscaping
Medians, where possible
Protected left-turn phasing, where possible
Stop bars
Figure 3-3: Example of Signalized Intersection
Improvements at San Gabriel Avenue and Foothill
Boulevard (refer to Figure 3-1).\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIPrototypical Signalized Intersection Recommendations
Foothill & San Gabriel
Figure X
Foothill Blvd San Gabriel Ave5
1
3
2
4
1
2
3
4
5
Stripe crosswalks with parallel lines
Curb extensions with directional curb ramps and landscaping
Medians, where possible
Protected left-turn phasing, where possible
Stop bars
CROSSING IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-8 City of Azusa | TOD Specific Plan
May 2018
3.2.4 Plazas and Public Spaces
Plazas and public spaces help enliven the
pedestrian environment by creating places
for community events, personal interaction,
and outdoor recreation. The Specific Plan
Area presents a number of opportunities for
the incorporation of new plazas and public
spaces for the benefit and enjoyment of
residents and visitors of Azusa.
The existing Veterans Freedom Park, located
north of City Hall, provides the foundation
for expanding public spaces adjacent to
Downtown and the Azusa Downtown
Station. Closing or limiting vehicular traffic
along Alameda Avenue could be utilized
for pedestrian-oriented interventions.
Alternatively, this portion of Alameda Avenue
could be temporarily closed for community
events, festivals, farmer’s markets, or
parades with removable bollards placed at
Foothill Boulevard to close off the street
during events.
Amphitheater’s create focal points for community gatherings.Temporary closure of Alameda Avenue can allow community events
like Winter Family Fiesta to grow and occur adjacent to Downtown.
Foothill Boulevard and Azusa Avenue
represent a major intersection of activity
within the Specific Plan Area. This
intersection provides an opportunity for
creating a plaza and/or public space that
anchors and accentuates the Downtown
pedestrian environment.
With the extension of the Gold Line to
Azusa, it is expected that the number of
people frequenting Downtown will increase.
Introducing a Welcome Plaza adjacent to
the Azusa Downtown Station will encourage
visitors to explore Downtown and patronize
local businesses.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-9
May 2018
The prominence of the Foothill Boulevard and Azusa Avenue
intersection provides an opportunity to create a public plaza.
A. A portion of Alameda Avenue north of
Foothill Boulevard and east of Santa Fe
Avenue should be temporarily closed
on an ongoing basis to create a linear
plaza connecting Veteran’s Memorial
Park and the City Library with the Azusa
Downtown Station (see Figure 3-5).
B. Incorporate an amphitheater into the
design of Veterans Freedom Park (see
Figure 3-5).
C. Provide a future plaza/public space for
the Downtown area at the southeast
corner of Foothill Boulevard and Azusa
Avenue (see Figure 3-5).
D. Create a Welcome Plaza adjacent to the
Azusa Downtown Station along Santa Fe
Avenue (see Figure 3-5).
PLAZA IMPROVEMENT RECOMMENDATIONS
Figure 3-5: Plaza and Public Space Opportunities
Æb
Æb ÉÖGoldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
Azusa DowntownStation
APU/CitrusCollege Station
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3A2
37
36 DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveSlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
STREETSCAPE BEAUTIFICATION
PotentialConnection
&&&&kjPlannedParkingStructure
kj
StationParking
ROUTE 66 THEME ÅB
ÅBROUTE 66 THEME ÅB
ÅBããElevated Access
ããããHistoricDepot
]
^)
9th St
Crescent
D
rMcKeever Ave9th St
SLOWSLOW)
)
HistoricResource
HistoricResource
Paseo Opportunity
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
TOD Opportunity Sites (City-owned property)
CITY OF AZUSA
#
Opportunities
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13
Rosedale Specific Plan Area
Route 66 Historic Monument/Intersection Improvements^)
Potential Ampitheater]Streetscape Beautification Opportunity
Site Within 1/4 Mile of Rail Station
Gateway
ÉÖFuture Traffic Control
Transit SiteÆb
TOD Opportunity Sites
Parcel Boundary
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Date: 6/18/2015
Potential Plazas)
University/School Areas
University/School Areas Outside Specific Plan
Historic Resources
Potential Plaza
Potential Paseo
C
B
A
D
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-10 City of Azusa | TOD Specific Plan
May 2018
3.3 CIRCULATION AND STREET IMPROVEMENTS
Azusa Avenue at Interstate 210.
Major streets serving the Specific Plan Area
include Foothill Boulevard and 9th Street in
the east-west direction, and Azusa Avenue, San
Gabriel Avenue, and Alameda Avenue in the
north-south direction. Azusa Avenue and San
Gabriel Avenue currently operate as a one-way
couplet, Azusa Avenue to the north and San
Gabriel Avenue to the south. Interstate 210
(I-210) lies about 0.9 miles to the south
and west of the Specific Plan Area.
The characteristics and improvements
recommended to select arterials serving the
Specific Plan Area are listed on the following
pages and illustrated in Figure 3-6.
Figure 3-6: Circulation Map
Æb
Æb
9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent Dr
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonMiddleSchool
SlausonPark
DaltonElem.
Veteran'sFreedomPark
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´¯°±²¯°³´¯°±²¯°±²¯°³´¯°³´¯°³´AzusaDowntownStation
AzusaDowntownStation
APU/Citrus CollegeStationAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site
Æ
b
No Through Access
Crosswalk
*On-street parking exists throughout the study area
Foothill Transit 185
Foothill Transit 187
Foothill Transit 280
Foothill Transit 281
Foothill Transit 494
Stop Sign
Potential Bike/Ped Connection
Signalized Intersection
Significant Intersection
Number of Auto Travel Lanes#
Existing Circulation
Figure 1
0 390 780195Feet
San Gabriel River Trail
From
Canyon To
Canyon
ROUTE 66
Under Construction
No Through Access
Potential Trail Opportunity
605
210 10&
57
4
2
2 2
2
4
Paseo Opportunity
2
Æb
Æb
9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonMiddleSchool
SlausonPark
DaltonElem.
Veteran'sFreedomPark
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´¯°±²¯°³´¯°±²¯°±²¯°³´¯°³´¯°³´AzusaDowntownStation
AzusaDowntownStation
APU/Citrus CollegeStationAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site
Æ
b
No Through Access
Crosswalk
*On-street parking exists throughout the study area
Foothill Transit 185
Foothill Transit 187
Foothill Transit 280
Foothill Transit 281
Foothill Transit 494
Stop Sign
Potential Bike/Ped Connection
Signalized Intersection
Significant Intersection
Number of Auto Travel Lanes#
Existing Circulation
Figure 1
0 390 780195Feet
San Gabriel River Trail
From
Canyon To
Canyon
ROUTE 66
Under Construction
No Through Access
Potential Trail Opportunity
605
210 10&
57
4
2
2 2
2
4
Paseo Opportunity
2
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-11
May 2018
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/CitrusCollege Station
Azusa DowntownStation
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Area
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
3.3.1 Azusa Avenue
Azusa Avenue is envisioned as the main north-
south connection from the Azusa Downtown
Gold Line Station, Downtown Azusa, and Azusa
Canyon. It is currently a secondary arterial
serving one-way northbound circulation
immediately west of the proposed Azusa
Downtown Gold Line Station. It provides two-
lanes with parallel parking between 9th and 10th
Streets. Angled parking is provided intermittently
from 9th Street to 6th Street. The speed limit on
Azusa is 25 mph.
Existing streetscape improvements include
bulbouts at intersections and special paving
treatment at crosswalks along Azusa Avenue
within the Specific Plan Area. Street trees,
landscaping, and street furnishings are
incorporated from 6th Street up to 9th Street.
While the existing streetscape is aesthetically
pleasing and pedestrian-friendly, it lacks
opportunities for bicycles and limits vehicular
access to local businesses. Converting Azusa
Existing conditions on Azusa Avenue north of the railroad tracks.Downtown streetscape south of Foothill Boulevard.
Azusa Avenue Key Map
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-12 City of Azusa | TOD Specific Plan
May 2018
Figure 3-7: Azusa Avenue Cross Sections
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train TracksBetween Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train TracksBetween Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
A. Convert Azusa Avenue from a one-way
couplet to a two-way, undivided street.
Reconfiguration should include one
travel lane in each direction with angled
or parallel on-street parking. A two-way
circulation network will aid in slowing
vehicular traffic within the Specific
Plan Area due to friction from two-way
circulation while also improving vehicular
access to local businesses and the Azusa
Downtown Gold Line Station.
B. Physical curb lines should remain
intact requiring minimal improvements
necessary to implement this concept.
C. Reorient signage and pavement markings
along Azusa Avenue to facilitate safe, two-
way circulation.Mid-block bulbouts and crosswalk provide safe pedestrian crossing
south of Foothill Boulevard.
AZUSA AVE IMPROVEMENT RECOMMENDATIONSAvenue to a two-way street will improve visibility
of businesses, enhance access to regional travel
facilities, and improve the overall pedestrian
environment. These benefits along Azusa Avenue
can be accommodated without the need for
changing the existing curb line of the street.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-13
May 2018
Azusa Avenue Streetscape Palette
With the majority of Azusa Avenue maintaining
existing, unified streetscape improvements,
limited enhancements are envisioned for this
street. Streetscape improvements should include:
A. Bulbouts at the 9th Street and Foothill
Boulevard intersections.
B. New wayfinding signage to direct
vehicles and pedestrians to and
from the Azusa Downtown Gold Line
Station, Downtown, and future parking
areas.
For those portions of Azusa Avenue passing
through the Gold Line, Downtown, or Transition
Districts, street improvements should be installed
in conformance with Section 3.2, Section 3.6, and
Section 3.7 related to:
• Sidewalks and Landscaping
• Paseos
• Crossings
• Plazas and Public Spaces
• Streetscape Furnishings
• Gateways and Signage
Street trees installed along Azusa Avenue shall
be selected from the list provided in Table 3-1.
Preferred trees are indicated in Bold type.
BOTANICAL NAME COMMON NAME TYP.
HEIGHT
TYP.
SPREAD TYPE COMMENTS
AZUSA AVELagerstroemia indica
‘Purple Tower’
Crape Myrtle 25 20 deciduous designated
street tree
Tristania laurina Water Gum 20 10 evergreen street tree
Cercis canadensis
‘Oklahoma’
Eastern Redbud 35 30 deciduous accent tree
Cercis canadensis
‘Forest Pansy’
Eastern Redbud 35 30 deciduous designated
accent tree
Hymenosporum flavum Sweetshade 40 20 evergreen street tree
Calodendron capense Cape Chestnut 40 40 semi accent tree
Table 3-1: Azusa Avenue Tree Palette
STREETSCAPE IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-14 City of Azusa | TOD Specific Plan
May 2018
San Gabriel Avenue Key Map
3.3.2 San Gabriel Avenue
San Gabriel Avenue is a collector street serving
one-way southbound circulation one block
west of the future Azusa Downtown Station. It
provides four-lanes of through traffic and parallel
parking currently from 10th Street to 6th Street,
with the exception of some angled parking on
the east side of the street between 9th Street
and the railroad tracks. The speed limit on San
Gabriel Avenue is 35 mph.
Streetscape improvements along San Gabriel
Avenue include bulbouts at some intersections
and mid-block crossings. Unique crosswalk
pavings have been incorporated at the Foothill
Boulevard intersection. Mature oak trees line the
street from 9th Street to 6th Street.
A goal of this Specific Plan is to expand the
Downtown area, create a pedestrian-friendly
environment along San Gabriel Avenue, and
provide an enhanced bicycle network. This will
Existing conditions on San Gabriel Avenue south of Foothill Boulevard.Existing conditions on San Gabriel Avenue at 6th Street.
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/CitrusCollege Station
Azusa DowntownStation
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Area
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-15
May 2018
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROW
EXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROW
EXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
Figure 3-8: San Gabriel Avenue Cross Sections
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
Bulbout with landscaping on San Gabriel Avenue.
be accomplished through a modification of the
vehicular circulation pattern to two-way travel.
Modifying the circulation to two-way travel will
improve visibility of new and existing businesses,
enhance access to regional travel facilities, and
improve the overall pedestrian environment.
A focal point of this proposal is the integration
of new on-street bike lanes along San Gabriel
Avenue, a first in Azusa, that will enhance access
to the Azusa Downtown Station and the San
Gabriel River Trail.
SAN GABRIEL AVE IMPROVEMENT RECOMMENDATIONS
A. New Class II bicycle lanes should be
installed to conform with the General
Plan, see Bicycle Map, Figure 3-13.
B. Consistent with General Plan Policy
4.2, convert San Gabriel Avenue from
a one-way couplet to a two-way street.
Reconfiguration should include one travel
lane in each direction, a median turn-lane,
on-street parking, and bicycle lanes (refer
to Figure 3-13).
C. A two-way circulation network will help
slow vehicular traffic in the area due to
friction from two-way circulation and
reduced directional capacity and improve
vehicular access to local businesses and
Azusa Canyon.
D. Physical curb lines should remain in tact
to minimize improvements, however,
signage and pavement markings will need
to be reoriented for two-way circulation.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-16 City of Azusa | TOD Specific Plan
May 2018
San Gabriel Avenue Streetscape Palette
San Gabriel Avenue provides a number of
opportunities for improving upon the existing
streetscape palette. Streetscape improvements
should include:
Street improvements should be installed in
conformance with Section 3.2, Section 3.6,
and Section 3.7 related to:
• Sidewalks and Landscaping
• Paseos
• Crossings
• Plazas and Public Spaces
• Streetscape Furnishings
• Gateways and Signage
Street trees installed along San Gabriel
Avenue shall be selected from the list
provided in Table 3-2. Preferred trees are
indicated in Bold type.
BOTANICAL NAME COMMON NAME TYP.
HEIGHT
TYP.
SPREAD TYPE COMMENTS
SAN GABRIEL AVECercis canadensis Eastern Redbud 35 30 deciduous accent tree
Hymenosporum flavum Sweetshade 40 20 evergreen street tree
Quercus agrifolia Coast Live Oak 70 80 evergreen designated
street tree
Quercus virginiana Southern Live Oak 60 50 evergreen street tree
Table 3-2: San Gabriel Avenue Tree Palette
STREETSCAPE IMPROVEMENT RECOMMENDATIONS
A. Bulbout and mid-block crossings should be
incorporated at the 9th Street and Foothill
Boulevard intersections.
B. Crosswalks should be enhanced with
special paving treatment or striping.
C. Landscaping and street furnishings should
be provided along the street and at
bulbouts to enhance the pedestrian zone.
D. Wayfinding signage should be provided
to direct vehicles and pedestrians to the
Azusa Downtown Gold Line Station and the
Downtown where appropriate.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-17
May 2018
Alameda Avenue Key Map
3.3.3 Alameda Avenue
Alameda Avenue is a north-south collector street
within the Specific Plan Area with no through
access to north of the railroad tracks due to
abandonment of the right-of-way. Alameda
Avenue provides two-lanes with parallel parking
north of the railroad tracks and two-lanes with
angled parking from the railroad tracks south to
6th Street. The speed limit is 25 mph.
Roadway improvements installed along
Alameda Avenue include bulbouts and
landscaped medians. Decorative pavings have
been incorporated within crosswalks at the
intersection with Foothill Boulevard as well as at
midblock crossings between the railroad tracks
and Foothill Boulevard.
Due to the roadway abandonment, an
opportunity for temporary closure for special
Existing conditions on Alameda Avenue south of railroad tracks.
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/CitrusCollege Station
Azusa DowntownStation
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Area
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
Example of a bicycle sharrow integrated into an existing roadway.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-18 City of Azusa | TOD Specific Plan
May 2018
Figure 3-10: Alameda Avenue Cross Sections
Figure 3-9: Temporary Street Closure Opportunities
19’19’14’14’
8’8’25’25’
8’8’14’14’14’
Median
10’10’
8’8’14’14’14’
Median
10’10’
14’14’
Median
13’16’15’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
EXISTING CONDITION
North of Train Tracks
South of Train Tracks
19’19’9’ 9’
8’8’20’20’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
PROPOSED
North of Train Tracks
South of Train Tracks
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
PROPOSED BIKE ROUTE
Between Alosta Ave & Angeleno Ave
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
EXISTING CONDITION
Between Alosta Ave & Angeleno Ave
Between Alosta Ave & Citrus Ave- 72’\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure 1
Auto Pedestrian Bicycle Landscaping
5’5’
5’5’
19’19’14’14’
8’8’25’25’
8’8’14’14’14’
Median
10’10’
8’8’14’14’14’
Median
10’10’
14’14’
Median
13’16’15’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
EXISTING CONDITION
North of Train Tracks
South of Train Tracks
19’19’9’ 9’
8’8’20’20’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
PROPOSED
North of Train Tracks
South of Train Tracks
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
PROPOSED BIKE ROUTE
Between Alosta Ave & Angeleno Ave
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
EXISTING CONDITION
Between Alosta Ave & Angeleno Ave
Between Alosta Ave & Citrus Ave- 72’\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure 1
Auto Pedestrian Bicycle Landscaping
5’5’
5’5’
Temporary street closures create space for community events.
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
ALAMEDA AVE IMPROVEMENT RECOMMENDATIONS
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
events exists along Alameda Avenue between
Veterans Park and Foothill Boulevard. If Alameda
Avenue is temporarily closed for events,
removable bollards should be installed at the
intersection of Foothill Boulevard and Alameda
Avenue. This concept is further described in
Section 3.2.4.
Æb
Æb ÉÖGoldline & BNSF Railway
8th Ave
AT & SF Rail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
SlausonMiddleSchool
Veteran'sFreedomPark
Azusa DowntownStation
APU/CitrusCollege Station
THE PROMENADEAzusa VeteraFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
A3A2
37
36 DALTONPublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´Alameda AveDalton AveSlausonPark
LeeElementary
AtlantisGardens
PackingHouse
STREETSCAPE BEAUTIFICATIONSTREETSCAPE BEAUTIFICATION9th St
Azusa PacificUniversity
DaltonElementary
RosedaleSpecific Plan Area
Potential Trail Opportunity
ToCanyonFromCanyon
&&&&St Francisof Rome School
STREETSCAPE BEAUTIFICATION
PotentialConnection
&&&&kjPlannedParkingStructure
kj
StationParking
ROUTE 66 THEME ÅB
ÅBROUTE 66 THEME ÅB
ÅBããElevated Access
ããããHistoricDepot
]
^)
9th St
Crescent
D
rMcKeever Ave9th St
SLOWSLOW)
)
HistoricResource
HistoricResource
Paseo Opportunity
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
TOD Opportunity Sites (City-owned property)
CITY OF AZUSA
#
Opportunities
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Image from Azusa Metrolink PF - Choate Parking Consultants, Inc. (CPC) 02.22.13
Rosedale Specific Plan Area
Route 66 Historic Monument/Intersection Improvements^)
Potential Ampitheater]Streetscape Beautification Opportunity
Site Within 1/4 Mile of Rail Station
Gateway
ÉÖFuture Traffic Control
Transit SiteÆb
TOD Opportunity Sites
Parcel Boundary
Specific Plan Boundary
City Boundary
0.25 Mile Radius From Station
Date: 6/18/2015
Potential Plazas)
University/School Areas
University/School Areas Outside Specific Plan
Historic Resources
Potential Plaza
Potential Paseo
Temporary
Street Closure
A. New Class II bicycle lanes should be
installed to conform with the General
Plan, see Bicycle Map, Figure 3-13.
B. Wayfinding signage should be provided
for the Azusa Downtown Gold Line
Station, City Hall, Veteran’s Freedom Park,
Azusa Library, and the Police Station.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-19
May 2018
Alameda Avenue Streetscape Palette
A. Streetscape improvements should
include bulbouts and mid-block crossings
at the Foothill Boulevard and 9th Street
intersections as outlined in Section 3.2.3.
B. Crosswalks should be enhanced with
special paving treatment or striping
along Alameda Avenue.
C. Provide mid-block crossings between
Foothill Boulevard and 6th Street and 5th
Street.
D. Landscaping and street furnishings
should be provided along the street and
at bulbouts to enhance the pedestrian
zone.
E. Planters should be incorporated within
parking zones to increase landscape
areas and provide a buffer along the
sidewalk for pedestrians.
Streetscape improvements should be installed
in conformance with Section 3.2, Section 3.6,
and Section 3.7 related to:
• Sidewalks and Landscaping
• Paseos
• Crossings
• Plazas and Public Spaces
• Streetscape Furnishings
• Gateways and Signage
Street trees installed along Alameda Avenue
shall be selected from the list provided in
Table 3-3. Preferred trees are indicated in
Bold type.
BOTANICAL NAME COMMON NAME TYP.
HEIGHT TYP. SPREAD TYPE COMMENTS
ALAMEDA AVEArecastrum
romanzoffianum
Queen Palm 50 20 evergreen street tree
Callistemon citrinus Lemon Bottlebrush 25 20 evergreen street tree
Lagerstroemia indica Crape Myrtle 25 20 deciduous
street tree,
median
tree, mildew
resistant only
Washingtonia filifera California Fan Palm 60 10 palm street tree
Cinnamomum
camphora
Camphor Tree 50 60 evergreen designated
street tree
Table 3-3: Alameda Avenue Tree Palette
STREETSCAPE IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-20 City of Azusa | TOD Specific Plan
May 2018
9th Street Key Map
3.3.4 9th Street
9th Street is a two-lane collector street with
parallel parking on both sides within the Specific
Plan Area. It is the main route that connects the
Azusa Downtown Station with the APU/Citrus
Avenue Station north of the railroad tracks. The
speed limit is 25 mph.
Minimal streetscape improvements exist along
9th Street, with patches of street trees and
parkway landscaping existing on portions of both
sides of the street. More recent improvements
between San Gabriel Avenue and Azusa
Avenue include trash cans, lighting, benches,
landscaping, and trees in tree wells.
9th Street is envisioned to become a primary
link between the future transit stations and
neighboring residential areas. Improved
sidewalks and sharrows will improve access for
both pedestrians and bicyclists.
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/CitrusCollege Station
Azusa DowntownStation
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Area
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources:
1) Base data from the City of Azusa GIS Dept. 2) Aerial photo from the City of Azusa GIS Dept - 2010
3) Aerial photo of Target area from Google Earth - 04.2013
Existing conditions on 9th Street at San Gabriel Avenue.Existing conditions on 9th Street at Azusa Avenue.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-21
May 2018
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROW
EXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD
66’ CURB-TO-CURB ROW
EXISTING CONDITION
EXISTING CONDITION
EXISTING CONDITION
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Blvd Between Train Tracks & Foothill Blvd
South of Foothill Blvd South of Foothill Blvd
SAN GABRIEL BOULEVARD
66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
Between Azusa Ave & Alameda Ave - 62’
Between Alameda Ave & Dalton Ave - 40’Between Alameda Ave & Dalton Ave - 40’
Between Soldano Ave & Pasadena Ave - 36’
Between Azusa Ave & Alameda Ave - 52’Between Azusa Ave & Alameda Ave - 52’
Between Soldano Ave & Pasadena Ave - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
North of Train Tracks
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
PROPOSED TWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREET
PROPOSED
Between Azusa Ave & Alameda Ave - 62’
Between Train Tracks & Foothill Blvd
South of Foothill Blvd
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
Figure 3-11: 9th Street Cross Sections
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
9TH ST IMPROVEMENT RECOMMENDATIONS
Landscape buffers and street trees provide separation from the
sidewalk for a walkable street within residential areas.
A. New Class II and Class III bicycle lanes
should be installed to conform with the
General Plan, see Bicycle Map, Figure
3-13.
B. Streetscape elements along 9th Street in
the Rosedale Specific Plan Area should
be continued into the Specific Plan
Area, including street trees, landscaped
parkways, sidewalk widths, lighting, and
street furnishings.
Note: Based on a preliminary review of planned bicycle facilities in
the General Plan, installation of designated bicycle lanes may be
constrained by the existing roadway configuration on 9th Street
and therefore may require cross-section modifications to allow for
bicycle lanes.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-22 City of Azusa | TOD Specific Plan
May 2018
BOTANICAL NAME COMMON
NAME TYP. HEIGHT TYP. SPREAD TYPE COMMENTS
9TH STLagerstroemia indica ‘White Flower’Crape Myrtle 25 20 deciduous
designated
street tree, mildew resistant only
Robinia p. ‘Purple Robe’Purple Robe Locust 60 30 deciduous
designated
street tree within the Rosedale Development
Table 3-4: 9th Street Tree Palette
9th Street Streetscape Palette
A. Streetscape improvements should
include bulbouts at the 9th Street and
San Gabriel Avenue intersection as
outlined in Section 3.2.3.
B. Crosswalks should be enhanced with
special paving treatment or striping.
C. Landscaping and street furnishings
should be provided along the street and
at bulbouts to enhance the pedestrian
zone.
D. Wayfinding signage directing vehicles
and pedestrians to the Azusa Downtown
Gold Line Station and the Downtown
should be provided.
E. A median should be incorporated
between Azusa Avenue and Alameda
Avenue.
F. Parkways and landscaped buffers should
be provided to enhance the streetscape
and reflect the character of the Gold Line
District and Transition District.
Street improvements should be installed in
conformance with Section 3.2, Section 3.6, and
Section 3.7 related to:
• Sidewalks and Landscaping
• Paseos
• Crossings
• Plazas and Public Spaces
• Streetscape Furnishings
• Gateways and Signage
Street trees installed along 9th Street shall be
selected from the list provided in Table 3-4.
Preferred trees are indicated in Bold type.
STREETSCAPE IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-23
May 2018
Foothill Boulevard Key Map
3.3.5 Foothill Boulevard
Foothill Boulevard is the principal east-west
arterial within the Specific Plan Area and is a
part of the historic Route 66. It is a four-lane
divided arterial with parallel on-street parking.
The speed limit on Foothill Boulevard within the
Specific Plan Area is 35 mph.
Streetscape improvements along Foothill
Boulevard include a variety of trash cans,
benches, and bus stops. A number of tree
species are located along Foothill Boulevard, with
additional tree varietals and landscaping located
within existing medians. Crosswalks with unique
pavings are located at the San Gabriel Avenue,
Azusa Avenue, Alameda Avenue, and Dalton
Avenue intersections.
The vision for Foothill Boulevard and Alosta
Avenue is to recapture the essence of its
historic Route 66 past and create a pedestrian-
friendly link between Azusa Pacific University,
Citrus College, and the Downtown. Special
development standards located in Chapter 2
Existing conditions on Foothill Boulevard at Azusa Avenue.Existing crosswalk on Foothill Boulevard at San Gabriel Avenue.
Goldline & BNSF Railway
8th St
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveOrange AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Soldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
AzusaPacificUniversity
CitrusCollege
THE PROMENADE
Foothill Vista Mobile Home Park
Azusa Light & Water
CVS Pharmacy
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
Park Palm StAPUHousing
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAlameda AveDalton AvePackingHouse
9th St
ToCanyonFromCanyon
&&&&McKeever AveCrescent Dr
5th St Azusa Veterans WyFoothill Blvd
AREAOF NOCHANGE
AtlantisGardens
Azusa PacificUniversity
RosedaleSpecific Plan Area
St Francis ofRome School
Veteran'sFreedomPark
CityHall
SlausonPark
LeeElementary
SlausonMiddleSchool
DaltonElementary
APU/CitrusCollege Station
Azusa DowntownStation
SOURCE AND REFERENCE DATABASE MAP FEATURES
TOD General Plan/Development Code Update and Specific Plan
Specific Plan Boundary
City Boundary
Parcel Boundary
Transit Site
CITY OF AZUSA
Æb
Specific Plan Area
0 490 980245Feet μ
Image from EIR Report - TAHA Inc. 03.22.13
Date: 5/4/2015
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept - 2010 3) Aerial photo of Target area from Google Earth - 04.2013
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-24 City of Azusa | TOD Specific Plan
May 2018
Figure 3-12: Foothill Boulevard Cross Sections
19’19’14’14’
8’8’25’25’
8’8’14’14’14’
Median
10’10’
8’8’14’14’14’
Median
10’10’
14’14’
Median
13’16’15’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
EXISTING CONDITION
North of Train Tracks
South of Train Tracks
19’19’9’ 9’
8’8’20’20’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
PROPOSED
North of Train Tracks
South of Train Tracks
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
PROPOSED BIKE ROUTE
Between Alosta Ave & Angeleno Ave
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
EXISTING CONDITION
Between Alosta Ave & Angeleno Ave
Between Alosta Ave & Citrus Ave- 72’\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure 1
AutoPedestrian Bicycle Landscaping
5’5’
5’5’
19’19’14’14’
8’8’25’25’
8’8’14’14’14’
Median
10’10’
8’8’14’14’14’
Median
10’10’
14’14’
Median
13’16’15’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
EXISTING CONDITION
North of Train Tracks
South of Train Tracks
19’19’9’ 9’
8’8’20’20’
ALAMEDA AVENUE
66’ CURB-TO-CURB ROW
PROPOSED
North of Train Tracks
South of Train Tracks
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
PROPOSED BIKE ROUTE
Between Alosta Ave & Angeleno Ave
FOOTHILL BOULEVARD
72’ - 78’ CURB-TO-CURB ROW
EXISTING CONDITION
Between Alosta Ave & Angeleno Ave
Between Alosta Ave & Citrus Ave- 72’\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure 1
Auto Pedestrian Bicycle Landscaping
5’5’
5’5’
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
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8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROW
TWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET
EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
8’
8’6’
12’
14’14’
14’
12’ 12’
12’ 12’
8’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’
8’8’11’ 12’ 11’5’5’3’3’8’12’ 12’ 12’
22’
8’8’
8’8’
23’23’
8’8’18’18’8’8’10’ 10’
12’ 12’
8’8’12’ 12’
8’8’10’ 10’
8’8’10’ 10’
22’9’12’ 12’22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
22’9’ 12’ 12’
22’9’12’ 12’
8’8’5’+3’+3’5’10’ 10’ 10’
5’5’3’3’
SAN GABRIEL BOULEVARD66’ CURB-TO-CURB ROWEXISTING/NO BUILD
North of Train Tracks North of Train Tracks
Between Train Tracks & Foothill Between Train Tracks & Foothill
South of Foothill South of Foothill
SAN GABRIEL BOULEVARD66’ EX. CURB-TO-CURB ROWTWO-WAY (ROAD DIET) BUFFERED BIKE LANES
9th STREET EXISTING/NO BUILD
Between Azusa & Alameda - 62’
Between Alameda & Dalton - 40’Between Alameda & Dalton - 40’
Between Soldano & Pasadena - 36’
Between Azusa & Alameda - 52’Between Azusa & Alameda - 52’
Between Soldano & Pasadena - 36’
AZUSA AVENUE | 55’ CURB-TO-CURB ROW
EXISTING/NO BUILD
North of Train Tracks
Between Train Tracks & Foothill
South of Foothill
AZUSA AVENUE | 55’ CURB-TO-CURB ROWTWO-WAY FRONT-IN PARKING
North of Train Tracks
9TH STREETPROPOSED
Between Azusa & Alameda - 62’
Between Train Tracks & Foothill
South of Foothill
\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\AIExisting & Proposed Roadway Configurations
Figure X
Auto Pedestrian Bicycle LandscapingPainted Buffer
FOOTHILL BLVD IMPROVEMENT RECOMMENDATIONS
incentivize creative signage and whimsical public
art within expanded setbacks. Themed street
furnishings and improvements are described
within Section 3.6.3 to reinforce this overarching
vision.
A. A new 10’ marked sharrow should be
installed to conform with the General Plan
designated bicycle route, see Bicycle Map,
Figure 3-13.
B. Public and private signage, thematic
street furnishings, and unique
architecture should be installed along the
corridor.
C. Public art should be incorporated into the
streetscape to celebrate the history of
Route 66.
Wide sidewalk on Foothill Boulevard, east of Alosta Avenue connect
Azusa Pacific and Citrus College.
Future conditions on Foothill Boulevard should integrate bicycle
lanes for multi-modal access.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-25
May 2018
Foothill Boulevard Streetscape Palette
A. Install additional improvements including
bulbouts at numerous intersections
along Foothill Boulevard as identified in
Section 3.2.3.
B. Identify gaps within the street tree
canopy along Foothill Boulevard and
fill with appropriate street trees placed
within tree wells.
C. Incorporate additional landscaped
medians along Foothill Boulevard, where
appropriate.
D. Wayfinding signage should be provided
to direct vehicles and pedestrians to the
Azusa Downtown Gold Line Station and
the Downtown.
E. Streetlight poles should be equipped
with an additional hanging or
cantilevered fixture for colored banners
to capture the historic Route 66 theme,
or other events, and to add an aesthetic
element to the Specific Plan Area.
Street improvements should be installed in
conformance with Section 3.2, Section 3.6, and
Section 3.7 related to:
• Sidewalks and Landscaping
• Paseos
• Crossings
• Plazas and Public Spaces
• Streetscape Furnishings
Gateways and Signage Street trees installed
along Foothill Boulevard shall be selected
from the list provided in Table 3-5. Preferred
trees are indicated in Bold type.
BOTANICAL NAME COMMON NAME TYP.
HEIGHT TYP. SPREAD TYPE COMMENTS
FOOTHILL BLVDLagerstroemia indica Crape Myrtle 25 20 deciduous median tree,
Pyrus c. ‘Redspire’Redspire Pear 35 25 deciduous median tree
Brachychiton populneus Bottle Tree 50 40 evergreen
designated street tree between San Gabriel and Cerritos
Geijera parviflora Australian Willow 40 25 evergreen designated street tree
Zelkova serrata Sawleaf Zelkova 40 40 deciduous median tree
Table 3-5: Foothill Boulevard Tree Palette
STREETSCAPE IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-26 City of Azusa | TOD Specific Plan
May 2018
Medians
Landscaped medians are currently installed along
Foothill Boulevard between Angeleno Avenue
and Cerritos Avenue. New landscaped medians
should be installed along Foothill Boulevard
between Cerritos Avenue and Citrus Avenue,
where feasible. Medians shall be continuous and
restrict left turns from collector streets. Medians
should beautify the corridor and increase existing
level of service conditions for collector streets
that have been recommended for traffic signals.
Medians should be planted with attractive
landscaping supported by adequate drainage and
irrigation systems. Medians also control vehicle-
turning movements, increase traffic safety and
demarcate pedestrian crossings and walkways.
The landscape area provides a place for Specific
Plan Area-specific directional signage, Route 66
iconography (where appropriate), and gateway
monuments announcing key intersections while
at the same time introducing aesthetically
appealing color and greenery to the corridor.
Medians should use a variety of tree species
to prevent a “monoculture” of tree types and
landscape character throughout the corridor.
Plant species for the medians should consist
of drought tolerant shrubs and ground covers.
Stamped concrete or low-maintenance
succulents should be used in the narrow portion
of the medians at left turning pockets.
Landscaped medians assist in beautifying a street or corridor.
Drought tolerant landscaping reduces water use and overall
maintenance.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-27
May 2018
3.4 BICYCLE ACCESS AND IMPROVEMENTS
Class I Bicycle Path
Class II Bicycle Path
Class III Bicycle Path
Within the Specific Plan Area, bicycle facilities are
not currently provided. While the City of Azusa
General Plan outlines planned bicycle facilities,
this Specific Plan places additional emphasis on
development of these bicycle facilities through
the incorporation of the following recommended
improvements:
Path/Trail (Class I)
A. Incorporate a bicycle path/trail near the
APU/Citrus Avenue Gold Line Station
along Azusa Veterans Way to connect
with Sierra Madre Avenue.
B. Create a neighborhood trail along 9th
Street west of Angeleno Avenue along
the inactive rail right-of-way between
Angeleno Avenue and McKeever
Avenue.
Lane (Class II)
A. Install bicycle lanes along San Gabriel
Avenue, Alameda Avenue, and
segments of 9th Street, Alosta Avenue,
Cerritos Avenue, and Citrus Avenue
within the Specific Plan Area.
Signed Route (Class III)
A. Introduce bicycle lanes on 5th Street,
Palm Street, Foothill Boulevard, Citrus
Avenue, Alosta Avenue, and segments
of 9th Street within the Specific Plan
Area.
BICYCLE IMPROVEMENT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-28 City of Azusa | TOD Specific Plan
May 2018
Figure 3-13: Bicycle Map
Æb
Æb
APU/Citrus CollegeStation9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonPark
DaltonElem.
Veteran'sFreedomPark
AzusaDowntownStation
AzusaDowntownStation
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
AzusaLight & Water
AT&T
Verizon
PostOffice
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site Proposed Bike Routes
Proposed Bike Lanes
Æb
Signalized Intersection Improvements
Unsignalized Intersection Improvements Potential Bike/Ped Connection
Proposed Bicycle & Intersection Improvements
Figure 1
0 390 780195Feet
Potential Trail Opportunity
Azusa Ave: Two-Way w/
Front-in Angled Parking
Ped/Bike Access to
Ped/Bike Access to
Citrus College
San Gabriel Ave: Two-Way w/
Three Lanes & Bike Lanes
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-29
May 2018
Æb
Æb
APU/Citrus CollegeStation9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
yAlameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St11th St
9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonPark
DaltonElem.
Veteran'sFreedomPark
AzusaDowntownStation
AzusaDowntownStation
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
AzusaLight & Water
AT&T
Verizon
PostOffice
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit SiteProposed Bike Routes
Proposed Bike Lanes
Æb
Signalized Intersection Improvements
Unsignalized Intersection ImprovementsPotential Bike/Ped Connection
Proposed Bicycle & Intersection Improvements
Figure 1
0 390 780195Feet
Potential Trail Opportunity
Azusa Ave: Two-Way w/
Front-in Angled Parking
Ped/Bike Access to
Ped/Bike Access to
Citrus College
San Gabriel Ave: Two-Way w/
Three Lanes & Bike Lanes
Æb
Æb
APU/Citrus CollegeStation9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonPark
DaltonElem.
Veteran'sFreedomPark
AzusaDowntownStation
AzusaDowntownStation
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
AzusaLight & Water
AT&T
Verizon
PostOffice
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site Proposed Bike Routes
Proposed Bike Lanes
Æb
Signalized Intersection Improvements
Unsignalized Intersection Improvements Potential Bike/Ped Connection
Proposed Bicycle & Intersection Improvements
Figure 1
0 390 780195Feet
Potential Trail Opportunity
Azusa Ave: Two-Way w/
Front-in Angled Parking
Ped/Bike Access to
Ped/Bike Access to
Citrus College
San Gabriel Ave: Two-Way w/
Three Lanes & Bike Lanes
Æb
Æb
APU/Citrus CollegeStation9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
yAlameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St11th St
9th St
Crescent D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonPark
DaltonElem.
Veteran'sFreedomPark
AzusaDowntownStation
AzusaDowntownStation
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
AzusaLight & Water
AT&T
Verizon
PostOffice
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus AveAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit SiteProposed Bike Routes
Proposed Bike Lanes
Æb
Signalized Intersection Improvements
Unsignalized Intersection ImprovementsPotential Bike/Ped Connection
Proposed Bicycle & Intersection Improvements
Figure 1
0 390 780195Feet
Potential Trail Opportunity
Azusa Ave: Two-Way w/
Front-in Angled Parking
Ped/Bike Access to
Ped/Bike Access to
Citrus College
San Gabriel Ave: Two-Way w/
Three Lanes & Bike Lanes
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-30 City of Azusa | TOD Specific Plan
May 2018
3.5 PUBLIC/PRIVATE TRANSIT
The Specific Plan Area is served by Foothill
Transit, Glendora Mini Bus, and the Azusa
Pacific University Trolley. Foothill Transit bus
routes are shown in Figure 3-14. Below is a
list of the bus and rail routes that currently
provide service to and around the Specific Plan
Area:
• Foothill Transit Line 185 - Line 185
connects Azusa, West Covina, and
Hacienda Heights via Irwindale. In
the Specific Plan Area, this line runs
along Foothill Boulevard ending at
San Gabriel Avenue.
• Foothill Transit Line 187 - Line 187
connects Montclair, Claremont,
Glendora, and Pasadena via Foothill
Boulevard.
• Foothill Transit Line 280 - Line 280
connects Azusa to Puente Hills via
Azusa Avenue.
• Foothill Transit Line 281 - Line 281
connects Glendora, West Covina, and
Puente Hills Mall via Citrus Avenue.
• Foothill Transit Line 494 - Line 494
connects San Dimas, Glendora,
Monrovia, and El Monte via Foothill
Boulevard.
• Glendora Mini Bus - This bus offers
curb-to-curb transportation services
upon reservation for senior citizens
and permanently disabled persons
of Glendora. The bus transfers riders
to the Lone Hill Shopping Center,
the Metrolink station in Covina, and
Citrus College.
• Azusa Pacific University Trolley - This
trolley service provides a connection
between the east and west Azusa
Pacific University campuses.
Two Gold Line Foothill Extension transit stops,
the Azusa Downtown Station and APU/Citrus
Avenue Station, will increase access to regional
transit from Azusa. The Gold Line will connect to
Pasadena, East Los Angeles, and Downtown Los
Angeles and allow for dedicated transit service
between these areas. Providing improved local
public and private transit services to these new
stations will ensure an appropriate level of
consistency and access for future transit riders.
The City should coordinate with Foothill Transit
to consider the following route modifications:
A. Bus routes should be modified to
improve connectivity from the new
transit stops with the surrounding
universities and community colleges.
For example, the routes of Foothill
Transit Lines 185, 187, and 280 should
be altered to directly serve the planned
Azusa Downtown Station and associated
parking structure.
B. Similarly, the route for Transit Line 281
should be modified along Citrus Avenue
to connect with the planned APU/Citrus
Avenue Station.
C. Foothill Transit Line 494 travels
along Foothill Boulevard connecting
Downtown Azusa, Citrus College, and
Azusa Pacific University; however, this
bus line only operates during peak hours
and has 30-minute headways. Foothill
Transit Line 187 also connects these
destinations along Foothill Boulevard.
PUBLIC TRANSIT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-31
May 2018
Foothill Transit stop on Azusa Avenue north of the railroad tracks.
The City should coordinate with APU to
consider the following route modifications:
A. Expand the existing trolley service to
Downtown and the new transit stations.
A circulator would likely provide greater
service frequency than existing bus lines
or the Gold Line, but would also require
additional funding and resources for
operations and coordination between
participating local entities.
Figure 3-14: Public Transit Map
Æb
Æb
9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonMiddleSchool
SlausonPark
DaltonElem.
Veteran'sFreedomPark
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´¯°±²¯°³´¯°±²¯°±²¯°³´¯°³´¯°³´AzusaDowntownStation
AzusaDowntownStation
APU/Citrus CollegeStationAPU/Citrus CollegeStation
Date: 5/8/2014
Base Map
Notes and Sources: 1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site
Æ
b
Foothill Transit 185
Foothill Transit 187
Foothill Transit 280
Foothill Transit 281
Foothill Transit 494 Existing Transit
Figure 1
Route Recommendations
to be Considered
0 390 780195Feet
Æb
Æb
9th St
Goldline & BNSF Railway
8th Ave
AT & SF R
ail
w
a
y Alameda AveDalton AveSoldano AvePasadena Ave10th St
Foothill Blvd Foothill BlvdAzusa AveSan Gabriel Ave10th St
Angeleno AveSunset AveOrange AveEnid AveMcKeever Ave11th St 11th St
9th St
Crescent
D
r
Orange AveLemon AveSunset AveAngeleno Ave6th St
San Gabriel AveAzusa Ave6th St
Dalton AveAlameda AveSoldano AvePasadena AveCerritosAveAl
o
s
t
a
A
v
e
5th St Citrus AveFoothill Blvd
LeeElementary
AzusaPacificUniversity
CitrusCollege
Azusa PacificUniversity
RosedaleSpecific Plan Area
SlausonMiddleSchool
SlausonPark
DaltonElem.
Veteran'sFreedomPark
Alameda AveStation
Citrus AveStation
THE PROMENADEAzusa Veterans WyFoothill Vista Mobile Home Park
CityHall
Azusa Light & Water
AT&T
Verizon
Post Office
Lindley-ScottHouse
Target
St Francis of RomeSchool
Park
AtlantisGardens Palm StAPUHousing
PackingHouse
PublicLibrary
SeniorCenter
CitrusCrossing Citrus Ave¯°±²¯°³´¯°±²¯°³´¯°±²¯°±²¯°³´¯°³´¯°³´Date: 5/8/2014
Base Map
Notes and Sources:
1) Base data from the City of Azusa GIS Dept.
2) Aerial photo from the City of Azusa GIS Dept.
SOURCE AND REFERENCE DATA
TOD General Plan/Development Code Update and Specific Plan
µ
CITY OF AZUSA
Specific Plan Boundary
City Boundary
0.25 Mile Radial From Station
Parcel Boundary
Transit Site
Æ
b
Foothill Transit 185
Foothill Transit 187
Foothill Transit 280
Foothill Transit 281
Foothill Transit 494 Existing Transit
Figure 1
Dashed Lines Represent
Routes Prior to Construction
Rerouting
0 390 780195Feet
PRIVATE TRANSIT RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-32 City of Azusa | TOD Specific Plan
May 2018
Streetscape furnishings are elements that tie
together the landscaping, sidewalk treatments,
and character of an individual area while
collectively creating a pleasant environment for
pedestrians. The Specific Plan Area as well as
three individual areas have been identified for
varying degrees of streetscape improvements.
Individual areas for improvements include the
Downtown, Route 66, and APU/Citrus Avenue
Station and College Connection areas (see Figure
3-1). When street furnishing improvements are
combined with an appealing palette of street
trees and landscaping, the desired result will be
a unified Specific Plan Area with individual and
identifiable themed areas that accentuate the
character of the individual districts.
3.6.1 Specific Plan Area Improvements
The following streetscape elements have been
identified for incorporation throughout the
Specific Plan Area.
Bus Shelters
The Specific Plan Area has a variety of bus shelter
designs, both old and new. Many bus shelters
have red tile roofs and are painted to match a
variety of street furnishings, while others exhibit
more modern designs. Any new and existing bus
stops should be upgraded with a consistent style
throughout the Specific Plan Area.
Manufacturer/Model - Match existing City
standard.
Public Art
The display of public art is another way to help
create a dynamic street scene and unique sense
of place. Public facilities should integrate public
art into building design, site design, and public
gathering spaces. Any public art installations are
3.6 STREETSCAPE FURNISHINGS
subject to Chapter 88.39 - Art in Public Places
Program of the Azusa Development Code.
Additional Site Furnishings
Additional site furnishings such as newspaper
racks and drinking fountains aid in creating an
appealing environment and pleasant experience
for pedestrians.
Existing bus shelter within the Specific Plan Area.
STREETSCAPE FURNISHINGS GUIDELINES
All streetscape furnishing improvements
should be selected with durability, cost, and
vandal proofing in mind. These improvements
should be implemented as a cooperative effort
between the City and private development
within the Specific Plan Area.
A. Newspaper racks should be consolidated
in activity centers and placed within multi-
rack displays that are complementary to
other street furnishings.
B. Drinking fountains should be located in
public gathering areas.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-33
May 2018
New benches and trash can receptacles enhance the existing street
furnishings palette.
Tree grates expand the usable sidewalk space while beautifying the
street environment.
3.6.2 Downtown Streetscape Improvements
The furnishings described below should be
provided within the public right-of-way along
Azusa Avenue, San Gabriel Avenue, Alameda
Avenue, Dalton Avenue, and 9th Street within
the Downtown area of the Specific Plan. All
street furnishings, utility boxes, poles, etc.
located along these streets should be painted
“blurple” to reinforce the Downtown identity.
Benches and Trash Receptacles
Benches provide areas for resting or
socializing and trash receptacles contribute
to the maintenance and beautification of the
Downtown area. Benches should be placed every
100 feet to 300 feet apart to provide convenient
and attractive resting places along the street.
Benches will be clustered with trash receptacles
and other key furnishing elements.
Manufacturer/Model - Match existing City
standard.
Tree Grates
In order to expand the area of usable space
within the pedestrian realm and create a distinct
sense of place, tree grates should be used around
street trees. Some of the existing trees within the
Downtown area have outgrown their concrete tree
grates, which become displaced as the tree grows.
New tree grates should be cast iron and should be
safe for pedestrian use as a walking surface. Cast
iron tree grates should have break-outs to allow
trees to grow without damaging the tree grate
themselves. Tree grates may include light openings
for uplighting.
Manufacturer - Iron Age Designs
Model - Oblio tree grate 4’ sq.
Lighting
Lighting elements unify the Downtown and provide
higher light levels to promote a safer environment
while enhancing the overall pedestrian experience
in the area. There are two types of lighting
needed for the Downtown area: street lighting
and pedestrian lighting. Bollards should be
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-34 City of Azusa | TOD Specific Plan
May 2018
used to define public plazas and walkways to
delineate pedestrian zones from vehicle traffic
at intersections, and to create a refuge for
pedestrians near alleys.
Pedestrian Lighting
Manufacturer/Model - Match existing Light &
Water Department standard.
Bollards
Manufacturer/Model - Match existing City
standard.
Bike Racks
Bicycle parking is an important element in the
promotion of alternative forms of travel in the
planning area. Bicycle racks should be located
near transit stops and popular destinations
within the Downtown area. A standard for
bicycle rack placement should be developed by
the Public Works Department to establish safe
clearance from curb lines, street trees, street
furnishings and building storefronts.
Existing pedestrian lighting along Azusa Avenue.Convenient bicycle racks promote and encourage bicycle use.
Enclosed bicycle parking facilities should be
used in areas where bicycles may need to be
stored for longer periods of time. Bike lockers
should be incorporated in mixed-used residential
developments and at the two Gold Line transit
stations.
Manufacturer/Model - Match existing City
standard.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-35
May 2018
3.6.3 Route 66 Streetscape Improvements
Historically, Route 66 was predominantly
automobile-dominated, lined with bright neon
signs of businesses enticing motorists to stop
and enjoy themselves along their journey into
Downtown Azusa. New improvements to the
Route 66 corridor within the Specific Plan Area
can help link the visual character of the corridor
with its past, providing a theme and element
of nostalgia for Foothill Boulevard and Alosta
Avenue (see Figure 3-1). Both streets should
remain characteristic of the Route 66 highway
culture. The use of Route 66 iconography, cast
concrete, and steel will create a distinct sense
of place and character for this portion of the
Specific Plan Area, specifically the Foothill
Commercial Centers.
An example of a Route 66 thermoplastic logo.
An example of Route 66 themed public art.
A. New benches and trash receptacles along
Foothill Boulevard and Alosta Avenue
should incorporate Route 66 themed
character or iconography to complement
other streetscape improvements.
B. All new bicycle parking along Foothill
Boulevard should integrate racks that
portray a resemblance to Route 66 history
and/or themes.
C. To further unify the Specific Plan Area, a
Route 66 sign should be placed directly
in the middle of lanes at all major
intersections on Foothill Boulevard
and Alosta Avenue. An example of the
thermoplastic logo is shown to the left.
D. Route 66 iconography that reflects the
highway culture of historic Route 66
should be integrated as public art located
in plazas, courtyards, and at major
intersections. Where feasible, private
developers should integrate Route 66
themes into project developments to
increase a unified theme throughout the
corridor and create a sense of identity.
ROUTE 66 RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-36 City of Azusa | TOD Specific Plan
May 2018
Route 66 themed bicycle rack.
Route 66 themed bench.
Route 66 themed trash and recycle bins.Route 66 themed pedestrian light.
ROUTE 66 THEMED STREET FURNISHING EXAMPLES
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-37
May 2018
3.6.4 APU/Citrus Avenue Station and College
Connection Streetscape Improvements
With large student populations, the location of
both Azusa University and Citrus College within
and adjacent to the Specific Plan Area demands
special attention to ensure safe, convenient,
and ease of access to Downtown and the
nearby APU/Citrus Avenue Station. Streetscape
improvements below are focused on improving
the connectivity between both colleges along
Foothill Boulevard east of Alosta Avenue and
along Citrus Avenue north to the APU/Citrus
Avenue Station (see Figure 3-1).
Streetscape improvements can improve connectivity along the
heavily traversed Foothill Boulevard section between APU and
Citrus College.
The location of the new APU/Citrus Avenue Station at the north end
of Citrus Avenue.
A. New benches and trash receptacles along
Foothill Boulevard, east of Alosta Avenue,
and along Citrus Avenue should portray
a resemblance to the Azusa Pacific
University benches and trash receptacles.
B. Any new bicycle parking along Foothill
Boulevard, east of Alosta Avenue, and
along Citrus Avenue shall integrate racks
that portray a resemblance to the Azusa
Pacific University bicycle racks. Installation
of bicycle racks should be coordinated
with Azusa Pacific University and Citrus
College.
C. New pedestrian lighting should be
incorporated along Foothill Boulevard,
east of Alosta Avenue, and along Citrus
Avenue to facilitate safe access in
between Azusa Pacific Universities two
campus, Citrus College, and the APU/
Citrus Avenue Station. Installation of
pedestrian lighting should be coordinated
with Azusa Pacific University and Citrus
College in order to ensure consistency in
design and theme.
COLLEGE AREA RECOMMENDATIONS
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-38 City of Azusa | TOD Specific Plan
May 2018
COLLEGE CONNECTION THEMED STREET FURNISHING EXAMPLES
Bicycle rack resembling APU design and theme.
Trash can resembling APU design and theme.
Benches resembling APU design and theme.
Pedestrian-friendly lighting.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-39
May 2018
3.7 GATEWAYS AND SIGNAGE
Gateway treatments and signage will help create
an identity for the Downtown and Route 66
corridor and announce this area as a special,
unique place within the City.
Gateways to Downtown
Specific Plan or Route 66 Theme
To create a unique identity and establish unity
throughout the Specific Plan Area, a logo or
themed sign program should be developed;
the chosen sign or logo should be repeated
throughout the Specific Plan Area. One
opportunity may be to express the unique
heritage of the area through the use of the
traditional Route 66 logo and iconography.
A. Develop a Specific Plan Area logo
or themed sign program that is
representative of and associated with
Azusa.
B. A Route 66 logo should be utilized along
Foothill Boulevard and Alosta Avenue to
uniquely distinguish this area within the
Specific Plan.
C. Incorporate the existing City logo into the
Downtown area.
Gateways and Entry Treatments
Gateways are intended to identify primary
entrances into the City of Azusa. The primary
entries into the Specific Plan Area are on Foothill
Boulevard, Azusa Avenue, Citrus Avenue, and
Alosta Avenue. To emphasize entry into the City
and Specific Plan Area, the following policies
apply:
A. A specific design theme and sign
program should be created and will
include a logo, gateways and entry
treatments, directional signs (vehicular
and pedestrian-oriented), directional
and identification signs for parking, and
banners.
B. Signs should be colorful, lit for increased
visibility, landscaped, and placed
permanently at the back of the sidewalk
or within raised medians.
C. Gateway locations should have a unique
and easily identifiable appearance with
specific landscaping, lighting, and/or
special signage.
D. Monuments or signs should have the city
logo and a greeting that is unique to the
City.
ENTRY RECOMMENDATIONS
SPECIFIC PLAN RECOMMENDATIONS
Monument signs should be strategically placed to identify entry into
Azusa and/or the Specific Plan Area.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-40 City of Azusa | TOD Specific Plan
May 2018
Four gateways have been identified within the
Specific Plan Area: one at the 9th Street and
San Gabriel intersection, one at the Foothill
Boulevard and Angeleno Avenue intersection,
one at Foothill Boulevard and Dalton Avenue
intersection, and a primary gateway at
the Foothill Boulevard and Azusa Avenue
intersection. Each of these entries should include
one or more of the following recommended
improvements.
A. The new Specific Plan or existing City logo.
B. Low-rise monument signs surrounded by
groundcover, shrubs, and trees, consisting
of precast concrete signs with embossed
letters and natural river rock pilasters with
concrete caps.
C. Enriched, textured and/or interlocking
paving at intersections.
D. Sensitive lighting treatment.
Wayfinding
Directional Signs
A common directional sign design shall be
developed to contain directional arrows and
labeling to denote key points of interest and
public information, such as parking facilities and
transit locations. Directional signs should be
smaller than the City gateways but constructed
of similar materials.
A. Directional signs should be located at key
locations around the Downtown periphery.
B. Signs should be well lit, landscaped, and
prominently placed to increase visibility for
motorists.
C. Signs should be placed permanently at
the back of the sidewalk or within raised
medians.
D. Signs should be well proportioned and
accented with landscaping. The sign
scale should be in proportion to adjacent
buildings and landscaped areas. Plantings
at maturity should not obscure safe
vehicular sight lines.
E. Signs should incorporate complementary
colors, materials, and lettering fonts.
GATEWAY RECOMMENDATIONS DIRECTIONAL SIGN GUIDELINES
Unique, city-specific directional signage assists visitors with locating
City landmarks.
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS 3
City of Azusa | TOD Specific Plan 3-41
May 2018
Downtown Identity
Banners
Banners are an immediate and inexpensive way
to promote the overriding Route 66 theme or
the individuality of the Downtown. This type of
beautification effort can enhance the aesthetic
environment, unify the appearance of the
streetscape and introduce color and a sense
of excitement to an area. Banners can provide
an opportunity to communicate and promote
annual cultural and civic events and provide an
alternative to typical seasonal holiday displays.
The placement of banners on pedestrian
lighting poles shall be expanded beyond Azusa
Avenue throughout the rest of the Downtown,
Downtown Expansion, Gold Line, and Civic
Districts. In addition, banners should be guided
by the following guidelines:
A. Signs should be safe, neat, and
compatible with the area.
B. Lettering should be clear, precise, and
simple, with minimal graphics to avoid
distracting motorists and creating traffic
hazards.
C. When appropriate, the City or Route 66
logo should be an integral part of the sign
design to reinforce the unique character
of the area.
Directional Kiosks
Directional kiosks are often located adjacent to
and in conjunction with transit stations or within
downtown areas to inform and guide people
to their intended destinations. With the arrival
of the Gold Line to Azusa, it is anticipated that
people unfamiliar with the layout of the Specific Banners provide special event, honorary, or seasonal events to
residents and visitors.
Plan Area will be assisted by the incorporation
of directional kiosks, whether to the Azusa
Downtown Gold Line Station or nearby parking
areas. Directional kiosks should have the
following guidelines:
A. A unique directional kiosk should be
developed to complement the overall sign
program and streetscape theme.
B. Once developed, directional kiosks should
be the same size, shape, and color palette.
C. Specific Plan Area maps, city events
information, and local business advertising
space should be incorporated within the
design of the kiosks.
BANNER GUIDELINES
KIOSK GUIDELINES
MOBILITY, COMPLETE STREETS, AND STREETSCAPE IMPROVEMENTS3
3-42 City of Azusa | TOD Specific Plan
May 2018
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SECTION 4
INFRASTRUCTURE AND PUBLIC FACILITIES
4 Essential Infrastructure Requirements for Future Development
INFRASTRUCTURE AND PUBLIC UTILITIES 4
SECTION 4 CONTENTS
4.1 INTRODUCTION ...................................................................4-1
4.2 POTABLE WATER ..................................................................4-1
4.2.1 Existing Potable Water Conditions ........................................4-1
4.2.2 Proposed Potable Water System Improvements ................4-1
4.3 SANITARY SEWER ................................................................4-1
4.3.1 Existing Sanitary Sewer Conditions ........................................4-1
4.3.2 Proposed Sanitary Sewer System Improvements ................4-2
4.4 STORM DRAINAGE ..............................................................4-2
4.4.1 Existing Storm Drainage Conditions ......................................4-2
4.4.2 Proposed Storm Drainage System Improvements ..............4-2
4.5 DRY UTILITIES .......................................................................4-3
4.5.1 Telecommunications ..............................................................4-3
4.5.2 Cable Service .........................................................................4-3
4.5.3 Electricity Service ....................................................................4-3
4.5.4 Natural Gas .............................................................................4-3
4.6 COMMUNITY SERVICES ......................................................4-3
4.6.1 Police Protection and Emergency Services ........................4-3
4.6.2 Fire Protection ........................................................................4-4
4.6.3 Schools ....................................................................................4-5
4.6.4 Libraries ...................................................................................4-5
4.6.5 Parks and Recreation ............................................................4-5
4.6.6 Solid Waste .............................................................................4-6SUBSECTIONS
INFRASTRUCTURE AND PUBLIC UTILITIES 4
City of Azusa | TOD Specific Plan 4-1
May 2018
4.1 INTRODUCTION
Infrastructure and public facilities are essential to the success of the Azusa TOD Specific Plan. They convey
water, wastewater, storm drainage, and dry utilities which support the Specific Plan’s objectives and guiding
principles. This section describes existing and proposed infrastructure and public facilities which support the
Specific Plan Area.
4.2 POTABLE WATER
4.2.1 Existing Potable Water Conditions
Potable Water is provided by Azusa Light and Water, which utilizes a combination of groundwater from the
Main San Gabriel Basin and surface water from the San Gabriel River and imported water purchased from
Metropolitan Water District (MWD). ALW is the largest municipally owned water utility in the San Gabriel
Valley, and serves approximately 110,000 residents, with an expected annual population growth of one
percent. ALW’s service area encompasses about 8,900 acres in the San Gabriel Valley and provides service
to the entire City of Azusa and portions of the cities of Glendora, Covina, West Covina, Irwindale, and
unincorporated Los Angeles County.
The City is currently updating its Water Master Plan. The Specific Plan Area is almost entirely located within
Pressure Zone 715 which has water pressures ranging from 34 psi to 47 psi. Several streets within the Plan Area
have mains less than 8 inches in diameter and proposed development will be required to upsize the mains to 8
inches along their frontage. Proposed developments are required to analyze their project to ensure adequate
fire flows.
4.2.2 Proposed Potable Water System Improvements
The proposed Specific Plan land uses will increase water demand by 1% over existing conditions and do not
require any system wide improvements. Potable water improvements will be required on a project-by-project
basis. As part of the development process, projects are required to analyze water demands and impacts on
the existing system and submit proposed improvements to Azusa Light and Water for review and approval.
Identified capacity improvements will be conditioned as part of the development approval process. Projects
will be required to pay connection fees to offset their impacts.
4.3 SANITARY SEWER
4.3.1 Existing Sanitary Sewer Conditions
The City of Azusa provides sewer service within the Specific Plan Area. Sanitary sewer is collected in the City’s
collection system which conveys flows to mains owned by Los Angeles County Sanitation District (LACSD).
Sewer is treated at LACSD’s San Jose Creek Water Reclamation Plant located adjacent to the City of Industry.
The existing sewer lines include a gravity collection system comprised of approximately 80 miles of trunk sewer
lines and 1,647 four foot manholes. Wastewater collected in the City’s trunk sewer lines flows south to the Los
Angeles County Sanitation District’s San Jose Creek Water Reclamation Plant (SJCWRP).
INFRASTRUCTURE AND PUBLIC UTILITIES4
4-2 City of Azusa | TOD Specific Plan
May 2018
The City’s Sewer System Master Plan was prepared by Lee & Ro, Inc. in 2010. The Master Plan has not
identified any hydraulic deficiencies within the Specific Plan Area. The City’s Capital Improvement Program has
identified several existing pipes within the Specific Plan Area to be rehabilitated with Cured In-Place Pipe (CIPP)
reconstruction.
4.3.2 Proposed Sanitary Sewer System Improvements
The proposed Specific Plan land uses will increase sewer loading by less than 1% over existing conditions. No
system wide improvements have been identified. As part of the development process projects will be required
to pay sewer connection fees to offset their impacts for both conveyance and treatment.
4.4 STORM DRAINAGE
4.4.1 Existing Storm Drainage Conditions
The Flood Control Division (Division) of Los Angeles County Department of Public Works (LACDPW) is
responsible for operating and maintaining major flood control facilities located throughout the County. The
facilities include approximately 15 major dams, 450 miles of open channels, 2,500 miles of underground
storm drains, 70,000 miles of street drains, 280 sediment entrapment basins, 218 concrete stream bed
stabilization structures, 33 pumping plants, and other support facilities located throughout the County. The
Division only maintains those flood control facilities that are part of the County-maintained flood control
system and provides no review, management, or on-going maintenance of private facilities. The City of Azusa
Department of Public Works maintains and operates a limited number of drainage facilities within the City.
The existing storm drain and flood control systems contain most of the storm runoff within the system. The
National Pollutant Discharge Elimination System (NPDES), regulated by the USEPA, is the primary regulation
for storm water pollutant sources in the County and the cities within the County. The Standard Urban Storm
Water Mitigation Plan (SUSMP) was developed as part of the municipal storm water program to address storm
water pollution from new development and redevelopment by the private sector. The SUSMP contains a list of
minimum required Best Management Practices that must be used for a designated project.
4.4.2 Proposed Storm Drainage System Improvements
The proposed Specific Plan land uses do not require any storm drainage improvements within the Plan Area.
Each proposed project will be required to submit a Hydrology/Hydraulic Report, Storm Water Pollution
Prevention Plan (SWPPP), and Standard Urban Stormwater Management Plan (SUSMP), if applicable, and
provide appropriate on-site mitigation measures. The SUSMP must comply with the Los Angeles Regional
Water Quality Control Board requirements which include identifying receiving water, potential pollutants,
describing site characteristics, minimizing impervious area, maximizing impervious area, and retaining and
infiltrating runoff where applicable.
Proposed development will be required to comply with the Regional Water Quality Control Board MS4 Permit
including mitigating storm water runoff to pre-development rates and providing acceptable water quality
treatment.
INFRASTRUCTURE AND PUBLIC UTILITIES 4
City of Azusa | TOD Specific Plan 4-3
May 2018
4.5 DRY UTILITIES
All Dry Utilities within the Specific Plan Area shall be consistent with the development standards of Chapter
88.46 - Telecommunications Facilities of the Development Code.
4.5.1 Telecommunications
Verizon provides telecommunications in the Specific Plan Area. The existing system is anticipated to meet the
demands of the proposed land uses.
4.5.2 Cable Service
Charter Communications provides cable television in the Specific Plan Area. The existing system is anticipated
to meet the demands of the proposed land uses.
4.5.3 Electricity Service
Azusa Light and Water provides electric service in the Specific Plan Area. The existing transmission and
distribution system is anticipated to meet the demands of the proposed land uses.
The City has an Undergrounding Policy (reference) and all new electric services are required to be
underground. Additionally, projects are reviewed to determine if existing overhead lines adjacent to the
project must be underground as a condition of development.
4.5.4 Natural Gas
The Southern California Gas Company provides natural gas service to the Project Area. SoCal Gas has
confirmed that there are facilities in the area and service would be provided in accordance with SoCal Gas’
policies and extension rules on file with the California Public Utilities Commission at the time contractual
arrangements are made (project-by-project basis).
4.6 COMMUNITY SERVICES
4.6.1 Police Protection and Emergency Services
The Azusa Police Department (Department) is responsible for providing general law enforcement to the City
and enforcing the local, state, and federal laws. The Department is comprised of 63 sworn police officers.
Officers’ duties can include street patrol, traffic enforcement, and responding to emergency calls. The
Department operates one station, located at 725 North Alameda Avenue, within the Project Area, and does
not have plans for new facilities or expansion of the existing station.
The station can accommodate a total of 146 sworn and non-sworn police officers and related equipment,
and could accommodate a projected citywide buildout population of approximately 63,500 residents. The
Department’s target officer to population ratio is 1.27 sworn officers for each 1,000 residents. Based on the
City’s 2014 population of 48,385 residents, the officer to resident ratio is 1:768, well within the targeted
ratio. The Department does not currently maintain target response times for response calls; however, the
Department currently has response times of 3.03 and 4.5 minutes for priority one and non-priority one calls,
respectively. The Department’s goal is to keep response times to less than five minutes.
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The City has an Emergency Operations Center (EOC), and the EOC emergency management group organizes
the City’s approach to emergency management into four phases: 1) mitigation, 2) planning and analysis, 3)
response, and 4) recovery. The EOC is made up of City employees, with the Chief of Police and Captain of the
Fire Department at the helm. The City partners with county, state and federal organizations to respond to
emergency events, as well as having mutual aid agreements with other agencies also located in Los Angeles
County’s Disaster Management Area D. In January of 2014, the Colby Fire was an unplanned emergency event
that activated the EOC, and cost the City almost $7 million dollars in damages. Memorial Park was set up as an
evacuation center in anticipation for voluntary and mandatory evacuations. Heavy spring rains, associated with
land and mud slides, also required EOC activation in 2014.
Potential development allowed under the Project would result in additional, but less-than-significant,
demands on existing police and emergency services, as disclosed in the EIR, for both short-term construction
activities of proposed projects in the Project Area and the long-term services that would be provided to
future development. To further reduce impacts, the EIR requires that development projects incorporate safety
measures (e.g., alarm systems, security lighting, other on-site security measures, and crime prevention through
environmental design policies), subject to the review and approval of the Planning and Police Departments.
The Department reviews all development plans to ensure that police and emergency services are adequate to
serve the project.
4.6.2 Fire Protection
Fire protection services are provided to the City by the Los Angeles County Fire Department (LACFD) and
include fire, rescue, and hazardous materials prevention and emergency services. The LACFD uses national
guidelines for response time targets, which consist of five minutes for the first arriving unit for fires and basic
life support, and eight minutes for advanced life support (paramedic) in urban areas.
In 2013 the LACFD’s average emergency response time for the City was four minutes and 52 seconds. LACFD
Fire Stations 32 and 97 currently serve the Project Area. Fire Station 32 is located in the Project Area at 605
North Angeleno Avenue. Fire Station 32 would be the first responders to emergency calls. Fire Station 97 is
located at 18453 East Sierra Madre Avenue, approximately 2.6 miles north of the Project Area, and would also
respond to calls as needed.
Potential development allowed under the Project would result in additional, but less-than-significant, demands
on existing fire protection services, as disclosed in the EIR. Development projects are required to comply
with all City and LACFD codes and regulations regarding access requirements for commercial and residential
areas and design standards for fire prevention (e.g., emergency plans and evacuation routes), including the
payment of development fees to offset impacts on fire protection services. To further reduce impacts, the
EIR requires that development projects incorporate fire protection improvements in their designs, including
access requirements and modernization of any existing equipment and/or systems. Further, LACFD reviews all
development plans to ensure that fire and emergency/medical services are adequate to serve the project.
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4.6.3 Schools
Azusa Unified School District (District) provides elementary, middle, and high school education services to
City residents. The District includes 11 elementary schools (including Alice Ellington School which will be
a Kindergarten thru 8th grade school as of the 2015-16 school year), three middle schools, and three high
schools. Enrollment in the District in the 2014-15 school year is 4,554 students in elementary school, 2,163 in
middle school, and 2,942 in high school for a total enrollment of 9,659.
4.6.4 Libraries
The City operates the Azusa Public Library (Library) located at 729 North Dalton Avenue, located within the
Project Area. The 18,500 square foot facility was built in 1959 and has not been expanded. Expansion and
remodeling plans are in preliminary stages but necessary funding sources have not been established. The
Library maintains 104,829 resources including books, periodicals, and audio resources in English and Spanish.
Currently the Library does not maintain a service level ratio based on the number of resources to residents,
however based on the 2014 population of 48,385 residents the City currently maintains a ratio of 2.16
resources per resident, which is slightly under the State median of 2.26 resources per resident. The Library
maintains 16 public desktop computers and 15 lap tops. Due to budget constraints the Library staff is
understaffed, comprised of 7 full-time and 17 part-time staff members.
The Library offers a variety of services including English as a Second Language (ESL) instruction, a grant funded
adult literacy program, computer classes and computer and Wi-Fi access, passport and notary services,
children programs, tutoring, and summer reading programs.
The Library’s bookmobile has been in operation for over five years and provides service to City residents that
do not live near the Library. In addition, the bookmobile visits four schools in the City every week. Residents
are able to check out and return books at bookmobile events. From 2013 to 2014 the bookmobile hosted over
6,000 events at schools, parks, and community events.
Potential development allowed under the Project would result in additional, but less-than-significant, demands
on existing Library services, as disclosed in the EIR. The majority of the Library’s budget is derived from the
City’s General Fund and tax revenue. New businesses and residents associated with future development
within the Project Area would increase City revenue and contribute to the City’s General Fund, and the Library.
Further, individual projects would be required to evaluate impacts to the Library on a case-by-case basis during
the development review process.
4.6.5 Parks and Recreation
The City’s Parks and Facilities Division is responsible for maintenance of 52 acres of park and a 13-man, seven-
day-a-week operation. The City has approximately 12,000 parkway, median islands and City park trees. These
trees have been placed on a five-year trim cycle. There are 16 parks located throughout the City, ranging in size
from as small as Edwards Park at 0.20 acres and as large as Northside Park at 15.09 acres.
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The parks range in amenities and types with features such as walking paths, bike trails, playground equipment,
barbecues and picnic tables, restrooms, park benches, play fields, ball courts, a skate park, Frisbee course,
Fitness Par Course, and aquatics facilities. Some park facilities are available for rentals for special events, such
as the Memorial Park North Recreation Center, and Gladstone, Northside, Pioneer, Slauson, Veterans Freedom,
and Zacatecas Parks. In 2011, the City opened the Memorial Park Community Garden where plots are available
for rent.
Veterans Freedom Park is the only City park located within the Project Area. Northside Park is about 0.25 miles
northwest of the Project Area Memorial and Slauson Parks are located just south of the Project Area. Memorial
Park is located just south of Slauson Middle School and Slauson Park is located northeast of the intersection of
Pasadena Avenue and 5th Street.
4.6.6 Solid Waste
Athens Disposal Company (ADC) provides solid waste disposal services for the City. Solid waste is collected by
ADC and taken to the City of Industry materials recovery facility (MRF) where it is sorted. Paper, glass, plastics,
and metals are recovered and recycled at the MRF, and the remaining solid waste is hauled to one of several
solid waste sites serving the City.
In 2013, the City disposed of approximately 36,700 tons of solid waste, about 2,800 tons (8%) of which was
generated within the Azusa TOD Specific Plan (Project) area. A majority of this waste is disposed of at Class
III or unclassified landfills, which do not accept hazardous waste. However, there are three landfills, located
within Kern and Kings Counties, which accept hazardous waste generated within the City.
Potential development allowed under the Project would result in additional, but less-than-significant, solid
waste generation, as disclosed in the Azusa TOD Specific Plan Environmental Impact Report (EIR). Future
development within the Project Area would be required to recycle/divert 50% of construction waste and the
remainder would be disposed of in a Class III landfill or a mixed debris recycling facility which recycles 50% of
all waste received.
Long-term generation associated with operations of future development would generate a maximum of about
490 tons per year (17% increase), assuming the State-required 60% diversion rate. The City is also working
to reduce the amount of solid waste disposed of in general through recycling, grasscycling and xeriscaping
programs and providing free composting and green waste receptacles. The City also participates in Los Angeles
County’s Recycling market Development Zone program, which combines recycling with economic development
to fuel new businesses, expand existing ones, create jobs, and divert waste from landfills. Hazardous materials
would be disposed of at one of the hazardous material facilities Kern and Kings Counties. Further, individual
projects would be required to evaluate construction and operational solid waste impacts on a case-by-case
basis.
SECTION 5
5 Strategies and Direction for Implementing This Specific Plan
IMPLEMENTATION STRATEGIES AND FINANCING
IMPLEMENTATION STRATEGIES AND FINANCING 5
SECTION 5 CONTENTS
5.1 INTRODUCTION ........................................................5-1
5.2 HOW THE SPECIFIC PLAN CAN ATTRACT PRIVATE
INVESTMENT AND PROVIDE PUBLIC BENEFITS ........5-1
5.3 ECONOMIC CONDITIONS INFLUENCING
DEVELOPMENT POTENTIALS IN THE SPECIFIC
PLAN AREA ...............................................................5-2
5.3.1 Advantageous Factors .............................................5-2
5.3.2 Challenging Factors ..................................................5-3
5.4 SUMMARY OF NEW DEVELOPMENT POTENTIALS ....5-4
5.5 FINANCIAL ANALYSIS OF ALTERNATIVE
DEVELOPMENT PROJECTS AT AZUSA OPPORTUNITY
SITES ........................................................................5-5
5.6 CREATING THE CONDITIONS FOR ATTRACTING
PRIVATE INVESTMENT - CITY’S ROLE AND TOOLS ...5-6
5.6.1 Zoning .........................................................................5-6
5.6.2 Streamlined Permitting and Entitlement .................5-6
5.6.3 Management of Entitlements ..................................5-6
5.6.4 Tools to Encourage Rehabilitation and Creative
Reuse of Commercial Properties .............................5-7
5.6.5 Marketing Partnerships .............................................5-7
5.6.6 Branding .....................................................................5-7
5.6.7 Marketing and Other Information-Compilation
Options .......................................................................5-7
5.6.8 Coordination with Other Organizations .................5-8
5.7 POTENTIAL FUNDING SOURCES AND FINANCING
MECHANISMS ..........................................................5-8
5.7.1 Business Improvement Districts .................................5-8
5.7.2 Enhanced Infrastructure Financing Districts ...........5-9
5.8 IMPLEMENTATION ACTION PLAN ..........................5-12SUBSECTIONS
5-1 Summary of Market Demand Forecasts.................. 5-4
5-2 Implementation Action Plan................................. 5-12
TABLES
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5.1 INTRODUCTION
This section outlines the implementation program for the Azusa TOD Specific Plan Areas. The
implementation program includes the following components:
• An overview of the ways the Specific Plan can attract economic investment and public improvements;
• A review of key existing economic conditions influencing current and future development potentials
in the Specific Plan Area;
• A summary of the types of new development that are likely to be successful in the Specific Plan Area;
• Financial analyses of alternative development projects at two key/representative opportunity sites
within the Specific Plan Area;
• A description of various economic development “tools” or implementation approaches available to
the City of Azusa to achieve the Specific Plan objectives; and
• A review of potential funding sources/mechanisms for implementation of key Specific Plan initiatives.
Note: Within this section there are numerous strategies and other entries that are universally applicable
to many different communities. The way in which they are ultimately adapted to Azusa will be somewhat
unique, however, which will depend on numerous specific conditions including for example available
resources, the interrelationship of various programs, preferences of the applicable stakeholder groups, and
other considerations.
5.2 HOW THE SPECIFIC PLAN CAN ATTRACT PRIVATE
INVESTMENT AND PROVIDE PUBLIC BENEFITS
An effective specific plan typically involves both the public and private sectors. Whereas development of the
land uses envisioned for a plan area is often “kick started” by various public sector initiatives, the ultimate
goal of this type of planning effort is to attract desired private investment. Broadly speaking, there are two
major ways that a municipality can facilitate private development:
1. By creating a “conducive development environment” that is consistent with prevailing market demand
for various land uses. This may include the following types of actions or policies:
• Zoning, design guidelines, etc. that are responsive to market needs at the individual establishment
level, while maintaining the overall character of the plan area that preserves and enhances its
general marketability;
• Information about the concepts, intent, etc. of the specific plan area to prospective investors/
tenants;
• Streamlined permitting and entitlement processes (i.e., minimizing the need for discretionary
approval processes, environmental impact analysis, etc.);
• Area-wide infrastructure investments, including parking facilities and street improvements;
• Area-wide “amenity” investments, including landscape and streetscape improvements;
• Marketing programs to enhance the area’s identity and recognition among consumers; and
• Clearinghouse roles (e.g., coordination of funding resources and dissemination of information
related to investment in the Plan area).
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2. By providing focused development support to area businesses, property owners, and key development
projects. This can involve the following types of initiatives:
• Financially structuring shared infrastructure improvements that increase the productivity of
the area, in ways that are advantageous to development, such as shared parking (including, in
this case, the potential opportunity to utilized surplus parking within the planned MTA parking
structure);
• Investing in specific infrastructure improvements in the specific plan area; and
• Providing loans and/or grants for various business and property improvement purposes such as
building façade renovations.
Each of these potential implementation items is described in greater detail in Sections 5.6 and 5.7 of this
chapter.
5.3 ECONOMIC CONDITIONS INFLUENCING DEVELOPMENT
POTENTIALS IN THE SPECIFIC PLAN AREA
An effective specific plan needs to be based on a realistic understanding of the market conditions affecting
the specific plan area. Simply changing zoning on a map will not attract development unless there is an
underlying market demand for a particular land use. On the other hand, if there is immediate demand for
a desirable land use that is not permitted under existing zoning, a change in zoning can bring about very
significant results. Moreover, appropriate zoning changes can be made more effective if coupled with policies
that address other existing barriers to development (e.g., insufficient infrastructure). A summary of the
major favorable and challenging conditions affecting development potentials in the Specific Plan Area is
provided below.
5.3.1 Advantageous Factors
Azusa in general and the Specific Plan Area overall are advantaged by the following geographic and
socioeconomic factors:
• Substantial frontage along the I-210 freeway (with this factor affecting Azusa’s profile in general,
but not specifically applying to the Plan Area);
• The two Azusa Gold Line stations and the TOD opportunities that are the focus of the Specific Plan;
• The potential to utilize surplus parking (within the planned MTA Downtown Station parking
structure) as a means of incentivizing private development in the Downtown area;
• City-owned parcels in the Downtown and adjacent districts, although these have limited flexibility
in terms of providing an incentive for development;
• The presence of Azusa Pacific University, which positively affects the City’s overall image and also
has the potential to create direct demand for various types of private development;
• Being adjacent to the Angeles National Forest, and foothills areas that represent amenity-based
development opportunities; and
• In comparison to other TOD areas along the Gold Line, being moderately competitive in terms of
surrounding home values, commuters who use buses, and the size of the surrounding population
base.
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5.3.2 Challenging Factors
The City and Specific Plan Area also face several notable challenges:
• Competing downtown areas, such as Monrovia’s, are currently higher-profile destinations for such
activities as dining and nightlife, with established market positions.
• Azusa has little existing multi-family housing, which is the type of housing most likely to occur in
a TOD area. This can present certain challenges in terms of having to “pioneer” this type of use in
the community, from both a market-acceptance and community-acceptance perspective.
• Azusa generally lacks regional-serving Class A office space and therefore is not an established
center for the types of professional firms that typically locate in premium office space.
• Portions of the Specific Plan Area are in significant need of revitalization and/or new development.
• The Specific Plan Area is largely built out and even if prevailing property values are relatively high,
most parcels are already developed with existing uses that were viable given the land prices under
which they were originally developed. This situation will tend to limit the financial feasibility of
redeveloping these parcels with lower-density land uses. That is, in most cases, new development
would need to be relatively high density in order for the ultimate value of the development
to justify the costs associated with buying and clearing land that is currently occupied with
other uses. While there may be some currently underutilized sites that are exceptions to this
observation, it probably applies as a good rule thumb for defining the types of opportunities that
are likely to exist for most parcels.
• In areas where high land values challenge the financial feasibility of redevelopment (or new
development), the cost of providing adequate parking is often a “deal breaker” for infill
development or redevelopment, especially if structured parking is required. The potential
opportunity for the City to utilize surplus parking in the planned MTA structure may mitigate this
challenge to some degree. However, that potential opportunity would generally be limited to
projects in immediate proximity of the planned Azusa Downtown Station.
The above conditions suggest the following major conclusions about the types of opportunities that are likely
to apply to existing or future development in the Specific Plan Area:
1. Most new development will likely need to be relatively high density given prevailing land values (and the
related cost of assembling viable development sites);
2. Parking solutions for mixed-use need to be as creative as possible, and these concepts are addressed
elsewhere in the Specific Plan.
3. The area could benefit from an overall branding effort to achieve place recognition and effective
leveraging of the area’s location strengths (as noted above under “advantageous factors”).
4. The preceding points all suggest that the City is well served by a flexible approach that anticipates the
above issues and is responsive to the accompanying needs and market demands.
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5.4 SUMMARY OF NEW DEVELOPMENT POTENTIALS
As part of the background research for this Specific Plan, The Natelson Dale Group, Inc. (TNDG) prepared a
market study to identify long-range demand for various types of development in the Specific Plan Area. Key
findings from the demand analysis are summarized in Table 5-1 below.
Table 5‐1. Summary of Market Demand Forecasts
Downtown APU/Citrus
Notes
Station Station Balance Citywide
Land Use Area Area Of City Total
Forecast assumes that multi‐family will be 40% of
new housing in the conservative scenario and 50%
in the high scenario (on the assumption that the
higher level of development would most likely
occur in multi‐family).
Multi‐family dwelling units
‐‐ Conservative Scenario 560 240 800
‐‐ High Scenario 840 360 1,200
Detailed tables in the demand study show the
breakdown of demand by retail sales category. Retail (square feet) 183,000 167,000 226,000 576,000
Conservative scenario reflects a continuation of
historic trends; high scenario assumes that City
captures a higher share of San Gabriel Valley office
demand.
Office (square feet)
‐‐ Conservative Scenario 45,000 18,000 27,000 90,000
‐‐ High Scenario 75,000 30,000 45,000 150,000
Hotel (rooms) 95‐150 rooms 110
rooms
205‐260
rooms
A hotel currently proposed for a site along the 210
Freeway will absorb demand for approximately
110 rooms, leaving net demand of 95‐150 rooms
for an additional hotel project.
Source: The Natelson Dale Group, Inc. (TNDG)
Table 5-1: Summary of Market Demand Forecasts
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5.5 FINANCIAL ANALYSIS OF ALTERNATIVE DEVELOPMENT
PROJECTS AT AZUSA OPPORTUNITY SITES
The real estate market analyses prepared by TNDG for the Azusa TOD subareas, plus an investigation of
local real estate financial conditions, provide background information on the feasibility of development
in the Specific Plan Area. The Natelson Dale Group Inc. (TNDG) in coordination with RRM Design Group
developed a Financial Analysis (Appendix B) with the intent of providing the City of Azusa with an overview
of the financial feasibility of alternative real estate development projects at specific sites in the downtown
area (Site 36 is in the Specific Plan Downtown District, the Dalton site in the Downtown Expansion District),
based on prototypes generated by RRM. Four separate scenarios were evaluated, involving retail, office, and
residential uses in various configurations and combinations.
The analysis indicated that all of the theoretical development scenarios were financially feasible; although
the scenarios that included office space were less likely to be feasible the higher the proportion of office
space in the project. Among all the scenarios higher density projects also had a higher level of profitability.
Although TNDG prepared this analysis using assumptions that appeared to be reasonable at the time, the
sensitivity of these kinds of models to varying factors, changes in market conditions over time, and different
opinions and assumptions that developers and other analysts bring to exercises of this kind, all suggest
that this analysis be used by the city as an internal project review tool, which can be easily altered by staff
as conditions warrant. The model is likely to have the most value to the City as a way to compare alternate
project types, as well as review submitted projects.
The feasibility of new commercial development would generally be significantly enhanced if configured
as mixed-use projects with multi-family residential. In the process of designing and developing mixed-use
projects, care is necessary in defining the expectations for ground-floor retail, which must synchronize with
other area retail and other uses, and issues to be addressed will include mix, demand in relation to supply,
and the like.
The downtown area districts in which opportunity sites are concentrated could benefit from a “designer
in residence” program where owners of neighboring existing developed property could get conceptual
guidance on how to upgrade properties within an overall somewhat unified vision.
See Appendix B for an expanded discussion on the Financial Analysis of Alternative Development Projects.
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5.6 CREATING THE CONDITIONS FOR ATTRACTING PRIVATE
INVESTMENT - CITY’S ROLE AND TOOLS
5.6.1 Zoning
From an economic perspective, two key issues need to be addressed as it relates to zoning within the Specific
Plan Area:
1. Allowable densities need to be high enough to facilitate market-driven redevelopment of selected
parcels given the relatively high land values in the Specific Plan Area.
2. Zoning should allow the flexibility to develop desirable land uses for which the future market is
uncertain. The development standards and allowable uses contained within Chapter 2 strive to
accomplish this.
5.6.2 Streamlined Permitting and Entitlement
A key advantage to adopting a Specific Plan is that it provides a vehicle for expedited approval of
development proposals that are consistent with the community vision established by the Specific Plan.
Developers consistently cite this type of provision as a key factor in selecting the communities where they
will pursue projects. In this regard, it is essential that the adopted plan remove to the maximum degree
possible the need for discretionary approvals for projects that fall within the development “envelope”
established by the Specific Plan. The program-level environmental impact report (EIR) being prepared as part
of this Specific Plan process will provide a significant incentive in this regard.
5.6.3 Management of Entitlements
The structure of the Specific Plan helps maximize attractiveness of the area for development and other
investment by aligning development potential and desired development with “given” entitlements, thereby
minimizing the need for property owners/developers to seek additional entitlements. At the same time, the
Land Use and Urban Form section of the Plan provides the regulatory framework and design guidelines to
create unique and identifiable districts within the Specific Plan Area. Setting clear development frameworks
and minimizing the need for additional entitlements also gives the area a marketing advantage. Any future
adjustments to entitlement conditions can adhere to the spirit of keeping the development process as
streamlined as possible.
Another aspect of managing entitlements is the matter of having a “finite allotment of the entitlements”
available for Specific Plan Area-area properties, which would accomplish three things:
1. Recognize practical limits in the demand for different land uses in the area,
2. Keep the development at a manageable level and type mix, and
3. Incentivize early (timely) redevelopment of individual sites. This concept may seem counterproductive
with respect to the discussion above about the desirability of maximizing entitlements in the area.
However, the two notions can be complementary, as development timing is the critical factor.
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5.6.4 Tools to Encourage Rehabilitation and Creative Reuse of Commercial Properties
For appropriate properties, the City could have programs in place to encourage rehabilitation and creative
use/reuse of commercial sites, such as dedicated grant/loan programs using CDBG or other funds. Within
the Plan Area, existing commercial uses are frequently found located in small individual properties and/or
spaces that may be somewhat inefficient in terms of their relationship to the street and to parking, and their
overall adaptability to various uses. However, these kinds of conditions also lend the area a character that is
somewhat unique within the overall trade area. These spaces can be attractive to creative entrepreneurs in
all fields of endeavor.
5.6.5 Marketing Partnerships
The City could implement the marketing options discussed below, and other branding and information-
compilation activities, in careful coordination with the Azusa Chamber of Commerce, and any other
appropriate development partners.
5.6.6 Branding
As a starting point for future marketing initiatives for the Specific Plan Area, the City could conduct a
branding exercise or similar process by which to designate the Specific Plan Area with a marketing-friendly
name.
5.6.7 Marketing and Other Information-Compilation Options
The City could undertake, or support through partnership with appropriate entities, any or all of the
following options:
1. Develop materials for and/or conduct workshops around the theme of, “why developing/occupying the
Specific Plan Area is good business.” Companion materials for living in the area could also be produced.
Topics within these materials include: descriptions of how the area is value-planned, general and specific
ways in which the City functions as a key partner in developing the area, benefits potentially available to
developers, businesses, etc. from sources in addition to the City, and advantages to various uses from a
market point of view.
2. Produce a high-quality newsletter devoted to the Plan Area, issued on a regular schedule, that contains
information of interest to both the property owners, businesses, and residents, and to outsiders,
including people who are not familiar with the area and may have an interest in investing in it.
3. Produce an annual report of development activity in the Plan Area, including development-related data
such as absorption, occupancy, mix of business types, noteworthy development news, etc. The content
and format of such a report can be modeled on those produced periodically by real estate brokerage
firms. This kind of information could also serve as one focus of compiling monitoring/evaluation
information.
Marketing of the Specific Plan Area could be accomplished in recognition of the fact that Generation Y
(Millennials) apparent preferences for higher density development will work in the area’s favor. (While
a preference for higher density development has been noted under current conditions, additional
investigations of Millennials has noted that these preferences may lead to a higher turnover rate as they
transition onto different housing types).
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5.6.8 Coordination with Other Organizations
Given the many options for coordinating marketing and related activities supporting implementation, the
City could review its overall position relative to economic development planning and marketing in order for
this action to be optimized.
Role of SCAG with respect to Azusa. As a member of the Southern California Association of Governments
(SCAG), the City has access to the following benefits outlined on the SCAG website:
• Assisting in locating and securing grant funding from federal and state agencies
• Providing methodologies, tools and training programs to help members implement approved
regional plans
• Receiving priority responses on requests for data, publication or other planning support
• Requesting the creation of customized maps for use on the City’s website
• Access jurisdictional data analyses, forecasting data and additional GIS resources.
Currently, SCAG provides links to the City’s main website as well as an ‘Area Profile’ for Azusa, which
was is dated May of 2015. The document provides an overview of demographic, employment, housing,
transportation, retail sales, education, and other regional highlights.
5.7 POTENTIAL FUNDING SOURCES AND FINANCING
MECHANISMS
A series of financing tools potentially available to the City, from federal, state, and organizational sources,
and from mechanisms that the City could implement, are detailed in Appendix C, Financing, in this
document. A few selected examples are discussed in this section.
Funding mechanisms generally have at least some strategic dimension. The sustainability orientation
of the Specific Plan is compatible with federal programs that have been aligned toward this overall
objective, including the Partnership for Sustainable Communities, a consortium of the U.S. Department
of Transportation, the U.S. Department of Housing and Urban Development, and the U.S. Environmental
Protection Agency.
5.7.1 Business Improvement Districts
The Business Improvement District (BID) mechanism can be used to help fund specific improvements in
specific areas, and also strategically to foster the functional interrelationships of districts addressed within
the Specific Plan. For example, by making all or a group of the various districts that comprise the Specific
Plan Area a single BID, property and business owners are more likely to identify common interests, solutions,
etc. than if the common BID area did not exist.
The BID mechanism is also an example of how financing methods must be carefully coordinated with
property and business owners in order for them to be understood and accepted. The more the occupants of
the BID area see themselves as part of a unified, strategically planned and organized whole, the greater the
likelihood that a funding mechanism with direct costs tied to them will be accepted.
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5.7.2 Enhanced Infrastructure Financing Districts
Senate Bill No. 628, creating enhanced infrastructure financing districts (EIFDs) took effect on January 1,
2015. EIFDs are designed to fund infrastructure development and community revitalization, through issuing
bonds, establishing a public financing authority, and adopting an infrastructure financing plan. EIFDs include
a provision for using tax increment financing. A broad range of community development and revitalization
projects can be funded through this mechanism.
A. OVERVIEW
Along with the EIFD, the bill allows a city/county to adopt an infrastructure financing plan and issue bonds
upon approval of 55% of the voters. As excerpted from the Bill’s text, the bond funds would be used to
“finance public facilities or other specified projects of community-wide significance, including, but not
limited to, brownfield restoration and other environmental mitigation; the development of projects on
a former military base; the repayment of the transfer of funds to a military base reuse authority; the
acquisition, construction, or rehabilitation of housing for persons of low and moderate income for rent or
purchase; the acquisition, construction, or repair of industrial structures for private use; transit priority
projects; and projects to implement a sustainable communities strategy.”
Prior to the adoption of an EIFD and infrastructure financing plan, the bill requires the legislative body to
establish a public financing authority, which would be comprised of members of the legislative body of the
participating entities and of the public. In addition, the bill would require the adoption of a “resolution of
intention” that, among others would include the following:
• District boundaries
• Description of the proposed public facilities/development that would be financed or assisted by the
EIFD
• Need for the EIFT and goals to achieve
The infrastructure financing plan, along with agreement from affected taxing agencies, would provide the
mechanism to fund infrastructure projects through tax increment financing. Specifically, the bill authorizes
the creation of an EIFD for up to 45 years from the date on which the issuance of bonds is approved. In
addition, the bill would authorize a city, county, or special district that contains territory within an EIFD to
loan moneys for projects/activities that are listed in the infrastructure financing plan. Finally, the city/county,
through its infrastructure financing plan, could choose to allocate any portion of its net available revenue to
the EIFD.
B. WHAT IS ALLOWED
As excerpted from the Bill’s text, an EIFD can finance only public capital facilities or other specified
projects of community-wide significance that provide significant benefits to the district or the surrounding
community, including, but not limited to, all of the following:
1. Highways, interchanges, ramps and bridges, arterial streets, parking facilities, and transit facilities.
2. Sewage treatment and water reclamation plants and interceptor pipes.
IMPLEMENTATION STRATEGIES AND FINANCING5
5-10 City of Azusa | TOD Specific Plan
May 2018
3. Facilities for the collection and treatment of water for urban uses.
4. Flood control levees and dams, retention basins, and drainage channels.
5. Child care facilities.
6. Libraries.
7. Parks, recreational facilities, and open space.
8. Facilities for the transfer and disposal of solid waste, including transfer stations and vehicles.
9. Brownfield restoration and other environmental mitigation.
10. The development of projects on a former military base.
11. The repayment of the transfer of funds to a military base reuse authority pursuant to Section 67851
that occurred on or after the creation of the district.
12. The acquisition, construction, or rehabilitation of housing for persons of low and moderate income, as
defined in Section 50093 of the Health and Safety Code, for rent or purchase.
13. Acquisition, construction, or repair of industrial structures for private use
14. Transit priority projects, as defined in Section 21155 of the Public Resources Code, that are located
within a transit priority project area.
15. Projects that implement a sustainable communities strategy, when the State Air Resources Board,
pursuant to Chapter 2.5 (commencing with Section 65080) of Division 2 of Title 7, has accepted a
metropolitan planning organization’s determination that the sustainable communities strategy or the
alternative planning strategy would, if implemented, achieve the greenhouse gas emission reduction
targets.
1 https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml.
C. WHAT IS NOT ALLOWED
Restrictions include the following:
1. An EIFD can only be created after the City/County after the specified conditions related to the wind
down of the former redevelopment agency (if one was created by the city/county) have been satisfied.
2. Cannot divert property tax revenue from schools or from any non-consenting tax entity – any taxing
entity contributing tax increment must consent and opt into the EIFD.
3. A district may not finance routine maintenance, repair work, or the costs of an ongoing operation or
providing services of any kind.
IMPLEMENTATION STRATEGIES AND FINANCING 5
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City of Azusa | TOD Specific Plan 5-11
Differences between EIFD and IFD
Category EIFD IFD
Created Adopt infrastructure financing plan –
city/county legislative body 2/3 vote of the electorate
Issue of bonds based on
tax increment financing 55% vote of the electorate 2/3 vote of the electorate
Eligible projects Broader range – e.g., transit, lmi
housing, sustainable communities
strategies, environmental
remediation, etc., in addition
traditional infrastructure projects
Public capital facilities (more
limited)
Financing authority Can dedicate more revenue sources
to the funding of infrastructure – e.g.,
can devote portions of their periodic
distributions from the
Redevelopment Property Tax Trust
Fund, funds received from the Mello‐
Roos Community Facilities Act of
1982 and funds from the Benefit
Assessment Act of 1982, among
others
More limited
Longevity 45 years from date bonds are issued
or loans are approved
30 years from initial formation
Eminent Domain Can exercise eminent domain powers
under the Polanco Redevelopment
Act associated with the cleanup of
environmentally impacted properties
Not available
Source: Holland & Knight. http://www.hklaw.com/Publications/Enhanced‐Infrastructure‐Financing‐
Districts‐SB‐628‐Beall‐11‐12‐2014/ (accessed on 5/20/15)
1 EIFD = Enhanced Infrastructure Financing District
2 IFD = Infrastructure Financing District
1 2
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5-12 City of Azusa | TOD Specific Plan
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5.8 IMPLEMENTATION ACTION PLAN
The vision and goals presented in the Specific Plan are supported by the following Implementation Action
Plan. The Implementation Action Plan provides a summary of Specific Plan recommendations and is
presented in a table format providing a clear listing of the major actions needed for implementation. The
table also identifies the responsible agency or party, suggested timing of the actions, and a list of potential
funding sources to assist in implementing each action. It should be noted that all actions listed in Table 5-2
below must be authorized and initiated by the City Council and/or Community Development Department by
policy decision.
Timing
Lead
v
REGULATORY ACTIONS
Notice Property Owners: Create a summary of changes that the
resulting Specific Plan has on Property and Business Owners and work
with the Chamber to distribute the information.
1 CD General Fund/PBID
Now
IMPLEMENTATION ACTION PLAN
Responsibility Potential Funding Sources
General Fund
CD = Community Development,
ED = Economic Development,
R= Recreation,
PW=Public Works,
CE = Code Enforcement
Con= Consultant
Priority: 1 =
Short Range
(1st year) 2 =
Mid‐Range (2‐5
years) 3 = Long‐
Range (5+
years)
Adoption of Specific Plan and EIR: Adoption of the Specific Plan is the
catalyst for Downtown Azusa and the areas surrounding the future
stations redevelopment; recommended land uses and intensities,
development standards, design guidelines and other proactive
policies designed to spur economic investment and visual
enhancement of the area.
CD
Timing
Lead
v
IMPLEMENTATION ACTION PLAN
Responsibility Potential Funding Sources
CD = Community Development,
ED = Economic Development,
R= Recreation,
PW=Public Works,
CE = Code Enforcement
Con= Consultant
Priority: 1 =
Short Range
(1st year) 2 =
Mid‐Range (2‐5
years) 3 = Long‐
Range (5+
years)
IMPROVEMENT PROJECTS
San Gabriel Street Improvements (Section 3.3.2):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Azusa Street Improvements (Section 3.3.1):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Foothill Street Improvements (Section 3.3.5):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Alameda Street Improvements (Section 3.3.3):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
9th Street Improvements (Section 3.3.4):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Prepare Gateway Monuments at San Gabriel/9th,
Angeleno/Foothill, Dalton/Foothill, and Azusa/5th:
Survey, design development, and selected improvement plans as
coordinated with adjoining private development.
Paseo: Prepare conceptual design for paseo described in Section 3.2.2
and coordinate with property owners.
2 PW PBID/General Fund
Public Plaza: Prepare conceptual design for the Welcome Plaza as
described in Section 3.2.4, quantify site requirements, determine
infrastructure needs, define precise site location, and review and
assist in preparing design and development plans.
3 PW EIFD/Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Intersection Beautification at Foothill/Azusa: Survey, design
development, and selected improvement plans.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Ampitheater Concept at Veterans Freedom Park: Survey, design
development, and selected improvement plans.
3 R Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Crosswalk Improvements at Signalized and Unsignalized
Intersections as identified in Figures 3‐3 and 3‐4: Survey, design
development, and selected improvement plans.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Alameda Temporary Street Closure Improvements between Foothill
and Railway (Section 3.3.3): Survey, design development, and
selected improvement plans.
1 CD/PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Trail at Angeleno Ave and 9th Street: Survey, design development,
and selected improvement plans.
3 R Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Downtown Streetscape Theme Improvements: Install streetscape
furnishings as described in Section 3.6.2.
1 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
APU/Citrus Station Streetscape Theme Improvements: Install
streetscape furnishings as described in Section 3.6.4.
3 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Route 66 Streetscape Theme Improvements: Install streetscape
furnishings as described in Section 3.6.3.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/ STPL Fund/Gas
Tax/PBID/CDBG
1 PW
1/2 PW EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
3 PW
2/3 PW EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
3 PW EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
1 CD PBID/General Fund
EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
Table 5-2: Implementation Action Plan
IMPLEMENTATION STRATEGIES AND FINANCING 5
City of Azusa | TOD Specific Plan 5-13
May 2018
Timing Lead vIMPLEMENTATION ACTION PLAN Responsibility Potential Funding Sources CD = Community Development, ED = Economic Development, R= Recreation,PW=Public Works, CE = Code EnforcementCon= ConsultantPriority: 1 = Short Range (1st year) 2 = Mid‐Range (2‐5 years) 3 = Long‐Range (5+ years) IMPROVEMENT PROJECTSSan Gabriel Street Improvements (Section 3.3.2):Survey, design development, and improvement plans as coordinated with adjoining private development.Azusa Street Improvements (Section 3.3.1):Survey, design development, and improvement plans as coordinated
with adjoining private development.
Foothill Street Improvements (Section 3.3.5):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Alameda Street Improvements (Section 3.3.3):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
9th Street Improvements (Section 3.3.4):
Survey, design development, and improvement plans as coordinated
with adjoining private development.
Prepare Gateway Monuments at San Gabriel/9th,
Angeleno/Foothill, Dalton/Foothill, and Azusa/5th:
Survey, design development, and selected improvement plans as
coordinated with adjoining private development.
Paseo: Prepare conceptual design for paseo described in Section 3.2.2
and coordinate with property owners.
2 PW PBID/General Fund
Public Plaza: Prepare conceptual design for the Welcome Plaza as
described in Section 3.2.4, quantify site requirements, determine
infrastructure needs, define precise site location, and review and
assist in preparing design and development plans.
3 PW EIFD/Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Intersection Beautification at Foothill/Azusa: Survey, design
development, and selected improvement plans.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Ampitheater Concept at Veterans Freedom Park: Survey, design
development, and selected improvement plans.
3 R Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Crosswalk Improvements at Signalized and Unsignalized
Intersections as identified in Figures 3‐3 and 3‐4: Survey, design
development, and selected improvement plans.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Alameda Temporary Street Closure Improvements between Foothill
and Railway (Section 3.3.3): Survey, design development, and
selected improvement plans.
1 CD/PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Trail at Angeleno Ave and 9th Street: Survey, design development,
and selected improvement plans.
3 R Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Downtown Streetscape Theme Improvements: Install streetscape
furnishings as described in Section 3.6.2.
1 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
APU/Citrus Station Streetscape Theme Improvements: Install
streetscape furnishings as described in Section 3.6.4.
3 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
Route 66 Streetscape Theme Improvements: Install streetscape
furnishings as described in Section 3.6.3.
2 PW Developer Agreements/Donors
(Community Foundation)/General
Fund/Quimby (Park In‐Lieu) Fees
EIFD/Developer Agreements/Prop. A/ Prop. C/Measure R/ STPL Fund/Gas Tax/PBID/CDBG1 PW 1/2 PW EIFD/Developer Agreements/Prop. A/ Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
3 PW
2/3 PW EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
3 PW EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
1 CD PBID/General Fund
EIFD/Developer Agreements/Prop. A/
Prop. C/Measure R/STPL Fund/Gas Tax/
PBID/CDBG
Timing
Lead
v
IMPLEMENTATION ACTION PLAN
Responsibility Potential Funding Sources
CD = Community Development,
ED = Economic Development,
R= Recreation,
PW=Public Works,
CE = Code Enforcement
Con= Consultant
Priority: 1 =
Short Range
(1st year) 2 =
Mid‐Range (2‐5
years) 3 = Long‐
Range (5+
years)
PROGRAMS, STUDIES AND INITIATIVES
Public Art: Develop and implement a public art program including
guidelines for inclusion of public art in new development projects and
art in new public improvement projects.
2 CD Developer Agreements/Grants/PBID/ BID
Route 66 Public Art Incentive Program: Educate property owners and
implement a Route 66 public art program highlighting the historic
corridor.
2 CD Developer Agreements/Grants/PBID/ BID
Sign and Wayfinding Program: Prepare a way‐finding directional sign
program for the Downtown and Route 66 areas.
1 CD Grants/PBID/BID
Downtown Trolley Service: City should coordinate with Azusa Pacific
University to expand service to Downtown and the Gold Line stations
within the Specific Plan Area.
2 CD General Fund/Measure R/BID/PBID
Implement Parking Management Plan: Review recommended
parking strategies for the Specific Plan Area and determine
appropriate on‐ and off‐street parking strategies for implementation.
1 CD Measure R/Prop. A/ Prop. C/STPL Funds
Timing
Lead
v
IMPLEMENTATION ACTION PLAN
Responsibility Potential Funding Sources
CD = Community Development,
ED = Economic Development,
R= Recreation,
PW=Public Works,
CE = Code Enforcement
Con= Consultant
Priority: 1 =
Short Range
(1st year) 2 =
Mid‐Range (2‐5
years) 3 = Long‐
Range (5+
years)
Foothill Boulevard Naming: Coordinate with Irwindale, Duarte, and
Glendora to change the name of Foothill Boulevard to Historic Route
66.
1 PW General Fund
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SECTION 6
ADMINISTRATION
6 Authority, Processing Requirements, and Administrative Procedures
ADMINISTRATION 6
SECTION 6 CONTENTS
6.1 INTRODUCTION ...................................................................6-1
6.2 SPECIFIC PLAN AUTHORITY AND ADOPTION ....................6-1
6.3 SPECIFIC PLAN AMENDMENTS ...........................................6-1
6.3.1 Amendment Process ..............................................................6-1
6.3.2 Amendment Approval ...........................................................6-2
6.4 SPECIFIC PLAN ADMINISTRATION ......................................6-3
6.4.1 Interpretation ..........................................................................6-3
6.4.2 Severability ..............................................................................6-3
6.4.3 Administration Process ...........................................................6-3
6.4.4 Allowable Land Uses ..............................................................6-4
6.4.5 Nonconformity ........................................................................6-4
SUBSECTIONS
ADMINISTRATION 6
City of Azusa | TOD Specific Plan 6-1
May 2018
6.1 INTRODUCTION
This section describes Specific Plan authority, the administrative procedures required for amendments and/
or modifications to the Azusa TOD Specific Plan, and processing requirements.
6.2 SPECIFIC PLAN AUTHORITY AND ADOPTION
All specific plans must comply with California Government Code Sections 65450 through 65457. These
provisions require that a specific plan be consistent with the adopted General Plan for the jurisdiction in
which the specific plan area is located. In turn, all subsequent development proposals, such as tentative
subdivision maps, site plans, improvement plans, and all public works projects, must be consistent with the
adopted specific plan.
Pursuant to California Government Code Section 65453, a specific plan may be adopted by resolution or by
ordinance. Specific plans adopted by ordinance effectively become a set of zoning regulations that provide
specific direction to the type and intensity of uses permitted and may also define design expectations and
standards. The Azusa TOD Specific Plan is a regulatory document adopted by ordinance. In any instance
where the Azusa TOD Specific Plan conflicts with the requirements of the Azusa Development Code, the
Azusa TOD Specific Plan provisions shall take precedence. Where the Azusa TOD Specific Plan is silent on a
topic, the Development Code requirements remain in effect.
6.3 SPECIFIC PLAN AMENDMENTS
The Azusa TOD Specific Plan may need to be revised over time
to accommodate modifications in the City’s needs or changing
economic conditions. California Government Code Section 65453
states that a specific plan “may be amended as often as deemed
necessary by the legislative body.” Amendments to the Azusa
TOD Specific Plan may be proposed as long as the proposed
amendments are compatible and consistent with the purpose and
goals of the Azusa TOD Specific Plan and the Azusa General Plan.
This section explains the Azusa TOD Specific Plan amendment
processes and approval procedures.
6.3.1 Amendment Process
Amendments to the Azusa TOD Specific Plan may be initiated by a developer, an individual, or by the City.
Proposed amendments to the Azusa TOD Specific Plan must be accompanied by all applicable City application
forms, required City fees, and information listed below documenting the proposed amendment:
• A detailed explanation that explains and confirms that the proposed amendment is compatible and
consistent with the Azusa TOD Specific Plan guiding principles and vision.
CALIFORNIA GOVERNMENT
CODE SECTION 65453
... a Specific Plan “may be
amended as often as deemed
necessary by the legislative
body.”
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6-2 City of Azusa | TOD Specific Plan
May 2018
• Detailed information to document the proposed change. This information should include revised text
and revised diagrams, where relevant, depicting the requested amendment.
• A significant amount of forethought and resources were invested in the preparation of the Azusa TOD
Specific Plan. Therefore, any amendment proposal must clearly document the need for any changes.
To this end, the applicant should indicate the economic, social, and technical issues that generate the
need for the proposed amendment.
• The applicant must provide an analysis of the proposed amendment’s impacts relative to the adopted
Environmental Impact Report (SCH# 2015021018). (Note: Only applicable if deemed necessary by the
Community Development Director in accordance with State CEQA Guidelines.)
City staff shall review all of the application materials listed above for completeness. If the application is
determined complete, and determined to be a “major amendment”, city staff shall then schedule any required
hearing(s) and provide a staff report for presentation to the Planning Commission and City Council. Staff may
also request further clarification of application materials, if deemed necessary. The staff report will analyze the
proposed amendment to ensure consistency with the Azusa General Plan. It will also determine whether there
is a need to amend the Azusa TOD Specific Plan as supported by the conclusions of the application materials
and make a recommendation to the Planning Commission and City Council.
6.3.2 Amendment Approval
Findings
Approval procedures shall ensure that proposed amendments are compatible and consistent with the
objectives and vision of the Azusa TOD Specific Plan and the Azusa General Plan. Amendments may be
approved only if all of the following findings are made:
A. The proposed amendment is consistent with the Azusa TOD Specific Plan;
B. The proposed amendment is consistent with the Azusa General Plan;
C. The proposed amendment would not be detrimental to the public interest, health, safety, convenience,
or welfare of the City, and;
D. The proposed amendment ensures development of desirable character which will be harmonious with
existing and proposed development in the surrounding neighborhood.
Determination of Minor and Major Amendments
The Community Development Director is responsible for making the determination as to whether an
amendment to the Azusa TOD Specific Plan is “minor” (administrative) or “major” (requires review by Planning
Commission and City Council) within 30 days of any submittal of a request to amend the Azusa TOD Specific
Plan. The Community Development Director may authorize or deny a minor amendment. Whereas, a major
amendment must be processed as a Specific Plan Amendment with review by the Planning Commission and
City Council.
Minor amendments must be determined to be in substantial conformance with the Azusa TOD Specific Plan
and do not include any of the changes described for major amendments. Where the Azusa TOD Specific Plan
ADMINISTRATION 6
City of Azusa | TOD Specific Plan 6-3
May 2018
requires or allows for a determination by the Community Development Director, it is not to be considered a
minor amendment and as such no application or fee is required.
Major amendments are those that require resolution from the Planning Commission and City Council.
Examples of major amendments include the following:
A. The introduction of a new land use category not contemplated in the Azusa TOD Specific Plan.
B. Changes in the Specific Plan District designation from that shown in the Azusa TOD Specific Plan.
C. Significant changes to the circulation system.
D. Changes or additions to the development standards or design guidelines which would materially alter
the stated intent of the Azusa TOD Specific Plan.
E. Any changes (not able to be mitigated) that would result in new significant adverse environmental
impacts not previously considered in the CEQA compliance documentation for the Azusa TOD Specific
Plan.
Appeals
Appeals on decisions rendered by the Community Development Director may be filed with the Community
Development Department and considered by the City’s legislative bodies pursuant to Chapter 88.56 (Appeals)
of the Azusa Development Code.
6.4 SPECIFIC PLAN ADMINISTRATION
6.4.1 Interpretation
The Community Development Director is assigned the responsibility and authority to interpret the Azusa
TOD Specific Plan. Whenever the Community Development Director makes an official interpretation
of this Specific Plan, the interpretation shall be made in writing explaining the interpretation and the
general circumstances surrounding the need for the interpretation. Any interpretation by the Community
Development Director may be appealed. The Community Development Director may refer interpretation of
the Specific Plan to the Planning Commission for a decision at a public meeting.
6.4.2 Severability
If any section, subsection, sentence, clause, phrase or portion of this Specific Plan, or any future
amendments or additions hereto, is for any reason found to be invalid or unconstitutional by the decision
of any court of competent jurisdiction, such decision shall not affect the validity of the remainder of this
Specific Plan document or any future amendments or additions hereto. The City hereby declares that it
would have adopted these requirements and each sentence, subsection, clause, phrase or portion or any
future amendments or additions thereto, irrespective of the fact that any one or more section, subsections,
clauses, phrases, portions or any future amendments or additions thereto may be declared invalid or
unconstitutional.
6.4.3 Administration Process
All development applications within the Specific Plan Area shall follow established City procedures such as
those for zone variances, conditional use permits, development permits and subdivisions. All development
ADMINISTRATION6
6-4 City of Azusa | TOD Specific Plan
May 2018
applications within the Specific Plan Area will be evaluated for compliance with Specific Plan regulations
and guidelines. Appeals are regulated pursuant to compliance with Chapter 88.56 (Appeals) of the Azusa
Development Code.
In addition, in order to allow for greater coordination between project applicants, the City, and Caltrans, the
following thresholds will be utilized to evaluate development applications for projects located within the
Specific Plan Area that may have the potential to impacts nearby freeways as a result of development. Policies
utilized to evaluate individual project applications can be found Section 3.1, Page 3-1.
• Any development in the City of Azusa that is projected to assign 50 or more vehicle trips (passenger
car equivalent trips) during peak hours to a state highway/freeway.
• Any development that assigns 10 or more trips (passenger car equivalent trips) during peak hours to a
state highway off-ramp or the left-turn lane leading to the on-ramp.
• The City of Azusa will work closely with Caltrans to identify potential cumulative traffic impacts and
mitigation measures on State facilities for future development projects that might potentially impact
State facilities.
6.4.4 Allowable Land Uses
Allowable land uses are identified in Section 2, Land Use and Urban Form and are listed within each Specific
Plan District subsection. A land use that is not listed in an Allowable Land Use table is not allowed except
where the Community Development Director may find that a use may be permitted due to its consistency
with the purpose/intent of the zoning district and similarity to other uses listed in compliance with Chapter
88.10.070 (Rules of Interpretation) of the Azusa Development Code.
6.4.5 Nonconformity
Chapter 88.54 (Nonconforming Uses, Structures, and Parcels) of the Azusa Development Code shall be used
for any nonconforming uses, structures or parcels within the Specific Plan Area. Land uses and structures
existing as of the adoption date of this Specific Plan may continue to remain in accordance with the Azusa
Development Code (Chapter 88.54).
APPENDIX
PARKING MANAGEMENT PLAN
A PARKING STRATEGIES FOR THE SPECIFIC PLAN AREA
PARKING MANAGEMENT PLANA
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May 2018
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DRAFT MEMORANDUM
Date: May 22, 2015
To: Jami Williams, RRM Design Group
From: Miguel Nunez, Anjum Bawa, and Amanda Smith
Subject: Azusa TOD Specific Plan – Parking Management Plan
LA14-2670
This technical memorandum summarizes a comprehensive analysis conducted by Fehr & Peers to
prepare a parking management plan for the Azusa Transit Oriented District Specific Plan (TODSP)
area. The study objectives were to develop an understanding of parking utilization; identify any
surplus/shortage of parking resources; and provide parking management measures that would
allow the City to right-size parking requirements within the TODSP area. The memorandum starts
with a description of study scope, followed by a discussion of existing conditions, including
existing parking inventory. We then discuss results of parking utilization surveys. Further, we
describe the use of survey data to develop a parking demand model calibrated to existing
conditions. We then establish parking ratios for various land-use types, which would replace
existing minimum parking requirements per the City’s Zoning Code. These recommended parking
ratios were then utilized to estimate future parking demand generated by future land-use
changes. Finally, several parking management strategies are discussed and recommended for the
Azusa TODSP area.
STUDY AREA
The parking study focused on the Azusa TODSP area within the City of Azusa. This effort focused
on the TODSP area comprised of four districts: Downtown District, Downtown Expansion District,
Gold Line District, and the Civic District. The study area is generally bounded by Ninth Street to
the north, Fifth Street to the south, Soldano Avenue to the east, and San Gabriel Avenue to the
west. Figure 1 illustrates the boundary. Included in the study area are a total of 18 off-street
public and private parking lots and 52 on-street parking segments.
STUDY SCOPE
The scope of analysis for this study was developed in conjunction with the City of Azusa. The
base assumptions, methodologies and geographic coverage of the study were all identified as
part of the study approach and follow nationally recognized and accepted principles for
conducting parking demand and utilization studies.
Jami Williams
RRM Design Group
May 22, 2015
Page 2 of 18
EXISTING PARKING CONDITIONS
A key element of this study was to develop an understanding of existing parking conditions
within the TODSP area. To accomplish this, a comprehensive data collection program was
undertaken which involved conducting survey of inventory and utilization of both public off-street
lots and on-street parking.
PARKING INVENTORY
Detailed parking inventory surveys were conducted within the TODSP area in May 2014. Parking
spaces were divided into off-street and on-street parking spaces. The off-street parking included
publicly accessible lots or garages that serve the respective land-uses. The parking dedicated to
the police station, for example, was not included as this is a private gated parking lot. The
number of striped parking spaces in each lot was counted and any parking restrictions were
noted.
On-street parking spaces along each of the 52 block segments were also counted. The on-street
parking spaces that were not striped were estimated based on the available curb lengths,
excluding driveways or other limiting factors.
OFF-STREET PARKING
A total of 18 public accessible lots were identified for surveys. These lots serve business owners,
employees, visitors, etc. All of the lots are surface parking lots. There are a total of 1,158 off-
street public parking spaces. As illustrated in Figure 2, the off-street public parking lot numbers
are 1, 3, 4, 5, 6, 7, 17, 18, 20, 21, 22, 23 and 24. These parking lots are described below:
TABLE 1
OFF- STREET PUBLIC PARKING SUPPLY
Parking Lot Total Spaces
1 237
3 26
4 153
5 54
6 21
7 18
17 60
18 33
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RRM Design Group
May 22, 2015
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TABLE 1
OFF- STREET PUBLIC PARKING SUPPLY
Parking Lot Total Spaces
20 47
21 27
22 59
23 14
24 409
Total 1,158
ON-STREET PARKING
On-street parking spaces were counted along select streets within the parking management area.
A total of 52 street segments were selected for analysis. These accounted for a total of 552 on-
street parking spaces. The on-street parking supply and is shown on Figure 2.
The inventory results, summarized in Tables 1 and as shown on Figure 2, indicate that there are a
total 1,710 spaces in the TODSP area, 1,158 provided in off-street lots and 552 on-street spaces.
PARKING UTILIZATION
Parking utilization surveys involved counting vehicle parking in the parking lots and on-street
parking spaces on a typical weekday that exhibited typical use. Prior to commencement of the
surveys, a site visit was undertaken to gather information regarding parking conditions.
Conducted on Thursday, May 29, 2014, the surveys involved counting occupied spaces every hour
from 8:00 AM to 8:00 PM (total of 13 hours) to determine the parking demand over the course of
the day. Parking in the TODSP area, as with most areas, is dependent upon several factors
including time of day, time of year, and other local conditions. The results of the analysis provide
an indication of the number of occupied spaces. This information was used to assess the parking
demand by time of day and determine the utilization percentage for both off and on-street
parking. The results identify the peak periods of usage and the potential surpluses or deficiencies
in supply.
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RRM Design Group
May 22, 2015
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PARKING UTILIZATION SURVEY RESULTS
Appendix A contains the off-street parking utilization data sheets and Appendix B contains the
on-street parking utilization data sheets.
OFF-STREET PUBLIC PARKING
The combined peak off-street parking demand for all publicly accessible parking lots occurred at
1:00 PM, when approximately 38% of the spaces were observed to be occupied. This represents a
particularly low utilization of existing parking facilities. The parking among all surveyed lots was
most heavily used in Lots 4 and 17 between the hours of 12:00 and 1:00 PM when the utilization
reached 82 % and 87%, respectively. Parking Lots 4 and 17 did not experience a shortage of
parking and did not exceed its effective supply capacity either.
Parking provided at Target was also included among the surveyed parking lots. A total of 409
publicly accessible spaces are provided at this facility. Surveys at this lot indicate a low utilization
of 99 spaces or 24%. Since this Target was recently developed, the low parking utilization
indicates that the store may not be fully mature and established at this time to generate parking
demand commensurate to typical Target stores in other markets.
ON-STREET PARKING
Peak on-street parking demand occurred at 5:00 PM when approximately 43% of the spaces were
observed to be occupied. The parking demand varied between 32% and 43% of the available on-
street parking supply. Only a few locations experienced utilization over 90%.
EXISTING PARKING SUPPLY/DEMAND ANALYSIS
Surveys of off-street and on-street parking spaces in Azusa’s TODSP area indicate ample supply of
available parking. Total peak parking utilization including both on-street and off-street resources
is estimated at 634 spaces. Comparing this to parking supply of 1,710 spaces, this represents 37%
utilization. Figure 3 shows combined peak parking utilization for both on-street and off-street
parking resources.
If parking provided at recently opened Target store (located south of 9th Street, between San
Gabriel Avenue and Azusa Avenue) was not included in the aforementioned demand and supply,
peak utilization is estimated at 41% (peak parking utilization of 535 spaces vs. supply of 1,304
spaces). The following section evaluates the City’s parking requirements for the TODSP area.
DOWNTOWN AZUSA PARKING RATES
The City of Azusa Zoning Code (88.36.050) provides parking standards and ratios for specific
types of land uses in the TODSP area. Table 2 summarizes these rates below.
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RRM Design Group
May 22, 2015
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Table 2: Existing Downtown Azusa Parking Rates
Land Use Category Weekday Base Parking Rate
Office 2.5 spaces per 1,000 sf
Retail 2.5 spaces per 1,000 sf
Restaurant (Quality) 2.5 spaces per 1,000 sf
Restaurant (Sit down/Family) 2.5 spaces per 1,000 sf
Restaurant (Fast Food) 2.5 spaces per 1,000 sf
Bank 2.5 spaces per 1,000 sf
Residential 1.5 per unit
Per City code, the existing land uses would be required to provide a total of 1,440 parking spaces,
as shown in Table 3. The TODSP area currently provides 1,158 spaces in off-street parking
facilities, 282 fewer than the zoning code requirement. However, the land-uses in the TODSP area
have access to 555 on-street spaces.
Table 3: City of Azusa – Parking Required to serve Existing Uses
Use Existing Land Use
Square Footage
City Code
Parking Ratio
(per 1,000 SF)
Parking
Required
Office 105.454 ksf 2.5 264
Retail 272.167 ksf 2.5 681
Restaurant (Quality) 26.089 ksf 2.5 66
Restaurant (sit down/family) * 17.393 ksf 2.5 44
Restaurant (fast food) * 14.494 ksf 2.5 37
Bank 16.406 ksf 2.5 42
Residential 204 du 1.5 306
Total Parking Required 1,440
Total Existing Parking Supply 1,713
Difference 273
With the build-out of the Azusa TOD Specific plan, the current City code would require a total of
3,080 spaces from existing and future land-uses in the TODSP area, as shown in Table 4. As
indicated in Table 8 below, an additional 1,367 spaces would need to be provided to support
future build out of the specific plan area, to comply with current minimum parking requirements.
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RRM Design Group
May 22, 2015
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Table 4: City of Azusa Rates – Future Parking Required with Current Code
Use Future Land Use
Square Footage
City Code
Parking Ratio
(per 1,000 SF)
Parking
Required
Office 170.5 ksf 2.5 427
Retail 432.0 ksf 2.5 1080
Restaurant (Quality) 46.0 ksf 2.5 115
Restaurant (sit down/family) * 30.6 ksf 2.5 77
Restaurant (fast food) * 25.5 ksf 2.5 64
Bank 22.5 ksf 2.5 57
Residential 840 du 1.5 1,260
Total Future Parking Required 3,080
Total Existing Parking Supply 1,713
Additional Parking Spaces Required 1,367
As mentioned previously, the existing parking is currently underutilized. Therefore, the addition of
1,367 parking spaces to the downtown network may not be needed to meet future demand.
Given the existing parking facilities are underutilized; the existing parking requirements per the
City’s zoning code could be modified to allow for “right-sizing” parking to future demand of the
Azusa TOD Specific Plan area.
To evaluate existing zoning code requirements and its relevance for future TODSP uses, it was
important to develop a parking demand model and calibrate it to existing conditions.
PARKING DEMAND MODEL
A parking demand model was developed to build a comprehensive understanding of parking for
the mix of existing and future uses in the TODSP area. One of the most important elements that is
not accounted for in the City’s current parking requirements is the presence of shared parking.
Accordingly, the model was developed using the methodology provided in the Urban Land
Institute’s (ULI) Shared Parking, 2nd Edition (2003).
In order to evaluate the number of spaces needed under a demand based analysis, characteristics
such as mix and size of each land use must be known. Other parking-related factors including
captive market, time-of-day patterns, and seasonal variations, also affect parking demand.
An adjusted set of parking ratios were developed to calibrate the model and replicate May 2014
conditions. Since the objective of the model was to establish a locally customized set of parking
ratios that were more suitable for the TODSP area, it was important that these ratios
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RRM Design Group
May 22, 2015
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accommodate peak parking demand for each use throughout the year and also allow for buffer to
accommodate inefficiencies from operating fluctuations, vehicle maneuvers, mis-parked vehicles,
minor construction, etc.
For the purpose of establishing parking ratios based on demand, a parking facility is considered
to have reached its effective supply if 85-90% of the spaces in the facility are utilized. A parking
system operates at optimum efficiency at slightly less that its actual capacity. It is unrealistic to
expect an arriving parker to find the last available parking space in a system without significant
frustration and the resulting perception that parking is inadequate. Because “perception is reality”,
parking “demand” must include this effective supply cushion (Parking Structure – Planning,
Design, Construction and Repair, 3rd ed. [Anthony P Chrest… et al., 2001]). A 10-15% cushion is
widely accepted in the parking industry as an adequate cushion for mix of uses such as the
TODSP area.
Establishing these ratios was an iterative process and involved considering City’s current zoning
code requirements, parking requirements for other comparable cities within Southern California
region, ULI recommended base rates, and rates provided in Institute of Transportation Engineers
(ITE) Parking Generation (4th Edition) and discussions with City staff.
Table 5 shows a summary of recommended minimum ratios for the major land use categories in
the TODSP area:
Table 5: Proposed TODSP Azusa Minimum Parking Rates
Land Use Category Weekday Base Parking Rate
(per 1,000 SF or DU)
Office 2.0
Retail 1.5
Restaurant (Quality) 1.5
Restaurant (Sit down/Family) 1.5
Restaurant (Fast Food) 1.5
Bank 1.0
Residential 1.0
Table 6 and Table 7 show parking demand analysis for the month of May and projections for the
peak month of December using the recommended parking ratios. As shown in Table 6, peak
parking demand for the month of May under existing conditions is estimated at 751 spaces. This
represents a buffer of 18% over actual surveyed utilization in the month of May, slightly higher
than the desired 15% buffer. The weekday peak parking demand projections for month of
December are estimated at 884 spaces. This represents an approximately 18% increase of peak
demand estimates for the month of May. Comparing the peak December demand with the
available supply of parking, the off-street parking supply alone (1,158 spaces) will be able to
adequately serve peak demand.
Table 6: Azusa TOD Specific Plan: Existing Land Uses May Parking DemandWeekday Estimated Peak-Hour Parking DemandOverall PkAM Peak Hr PM Peak Hr Eve Peak Hr6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 12 AM1 PM 11 AM 1 PM 6 PMCommunity Shopping Center (<400 ksf) 66% 2 11 34 79 147 192 215 226 215 203 203 215 215 215 181 113 68 23 - 226 192 226 215 Employee80% 5 8 22 41 46 52 54 54 54 54 54 52 52 52 49 41 22 8 - 54 52 54 52 Family Restaurant96% 17 35 41 52 59 62 69 62 35 31 31 52 55 55 55 41 38 35 17 62 62 62 55 Employee100% 7 11 13 13 14 14 14 14 14 11 11 13 13 13 13 11 9 9 5 14 14 14 13 Residential, Rental, Shared Spaces100% - - - - - - - - - - - - - - - - - - - - - - - Reserved100% 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 Guest100% - - - - - - - - - - - - - - - - - - - - - - - Office 100 to 500 ksf100% - - 3 10 16 7 2 7 16 7 2 2 1 - - - - - - 7 7 7 1 Employee100% 6 59 146 185 195 195 176 176 195 195 176 98 49 20 14 6 2 - - 176 195 176 49 Bank (Branch) with Drive-In100% - - 8 14 16 8 8 8 11 8 13 16 - - - - - - - 8 8 8 - Employee100% - - - - - - - - - - - - - - - - - - - - - - - Customer 19 46 86 155 238 269 294 303 277 249 249 285 271 270 236 154 106 58 17 303 269 303 271 TOTAL DEMANDEmployee 18 78 181 239 255 261 244 244 263 260 241 163 114 85 76 58 33 17 5 244 261 244 114 Reserved 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 241 328 471 598 697 734 742 751 744 713 694 652 589 559 516 416 343 279 226 751 734 751 589 ULI Base Data Has Been Modified.751 734 751 589
Table 7: Azusa TOD Specific Plan: Existing Land Uses December Parking DemandWeekday Estimated Peak-Hour Parking DemandOverall PkAM Peak Hr PM Peak Hr Eve Peak Hr6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 12 AM2 PM 11 AM 2 PM 6 PMCommunity Shopping Center (<400 ksf) 100% 3 17 51 102 187 255 306 340 340 340 323 289 272 255 221 170 102 34 - 340 255 340 272 Employee100% 7 10 27 51 58 65 68 68 68 68 68 65 65 65 61 51 27 10 - 68 65 68 65 Family Restaurant100% 18 36 43 54 61 65 72 65 36 32 32 54 58 58 58 43 40 36 18 36 65 36 58 Employee100% 7 11 13 13 14 14 14 14 14 11 11 13 13 13 13 11 9 9 5 14 14 14 13 Residential, Rental, Shared Spaces100% - - - - - - - - - - - - - - - - - - - - - - - Reserved100% 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 Guest100% - - - - - - - - - - - - - - - - - - - - - - - Office 100 to 500 ksf100% - - 3 10 16 7 2 7 16 7 2 2 1 - - - - - - 16 7 16 1 Employee100% 6 59 146 185 195 195 176 176 195 195 176 98 49 20 14 6 2 - - 195 195 195 49 Bank (Branch) with Drive-In100% - - 8 14 16 8 8 8 11 8 13 16 - - - - - - - 11 8 11 - Employee100% - - - - - - - - - - - - - - - - - - - - - - - Customer 21 53 105 180 280 335 388 420 403 387 370 361 331 313 279 213 142 70 18 403 335 403 331 TOTAL DEMANDEmployee 20 80 186 249 267 274 258 258 277 274 255 176 127 98 88 68 38 19 5 277 274 277 127 Reserved 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 204 245 337 495 633 751 813 850 882 884 865 829 741 662 615 571 485 384 293 227 884 813 884 662 ULI Base Data Has Been Modified.884 813 884 662
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RRM Design Group
May 22, 2015
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FUTURE PARKING DEMAND AND SUPPLY
This section evaluates future change in land-uses within the Azusa TOD Specific Plan area and
estimates incremental parking demand and possible supply projections based on the
aforementioned recommended parking ratios.
The Azusa TOD specific plan will add a net new of approximately 65,000 sf of office, 159,800 sf of
retail space, 44,100 sf of restaurant space (quality, sit-down/family, and fast food), 6,100 sf of
commercial uses, and 840 new residential condominium units.
FUTURE PARKING SUPPLY CHANGES
With the opening of the Metro Gold Line Foothill extension, a parking structure with additional
parking spaces will open. The City of Azusa has entered into a shared parking agreement with
Metro regarding the use of the parking structure to allow for the use of approximately 150 spaces
by the City of Azusa and the general public attracted to the TODSP area.
In addition, if the new developments build parking in compliance with the aforementioned
recommended parking ratios, a total if 1,284 net new parking spaces are expected to be added by
these developments. It should be noted that since the recommended ratios are “minimum” rates
which new land-uses must provide in off-street parking, it is possible that the total new parking
spaces associated with new developments would be higher than 1,284 spaces.
As part of the two-way conversion of San Gabriel Avenue, a handful of on-street spaces are
anticipated to be removed north of Foothill Boulevard. The two-way operations on San Gabriel
Avenue will require the angled parking to be converted to parallel parking. As a result,
approximately 10 on-street spaces would be removed, but this loss of parking is considered to be
nominal and would not affect parking or circulation patterns as a result. Additionally, the City’s
parking supply will also be slightly reduced as several of the current parking lots are redeveloped
and the City replaces some parking spaces.
Table 8 shows the projected parking supply in according to the proposed minimum parking rates
with the build-out of the Azusa TOD specific plan.
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RRM Design Group
May 22, 2015
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Table 8: Proposed Minimum Parking Rates: Future Parking Required
Land Use Category
Net New Future
Development
Square Footage
Proposed Minimum
Parking Rates
(per 1,000 SF or DU)
Parking
Required
Office 65 ksf 2 130
Retail 159.800 ksf 1.5 240
Restaurant (Quality) 19.845 ksf 1.5 30
Restaurant (sit down/family) * 13.230 ksf 1.5 20
Restaurant (fast food) * 11.025 ksf 1.5 17
Bank 6.100 ksf 1 7
Residential 840 du 1 840
Net New Parking Required 1,284
Existing Off-Street Parking Supply 1,158
Metro Gold Line Parking Structure 145
Less: Parking loss from conversion of San Gabriel Avenue to two-way road -10
Total Off-Street Parking Supply 2,577
The calibrated parking demand model was used to analyze future parking demand with the
additional uses summarized above. As shown in Table 9, a peak parking demand of 2,036 spaces
is estimated for a weekday in the month of December. Even with the addition of new land uses,
the projected parking demand will be 81% of potential supply of 2,577 off-street spaces. These
spaces will be supplemented by 555 on-street parking spaces.
Table 9: Azusa TOD Specific Plan: Future Land Uses December Parking DemandWeekday Estimated Peak-Hour Parking DemandOverall PkAM Peak Hr PM Peak Hr Eve Peak Hr6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 12 AM1 PM 11 AM 1 PM 6 PMRegional Shopping Center (400 to 600 ksf) 100% 5 27 81 163 299 407 489 543 543 543 516 462 434 407 353 272 163 54 - 543 407 543 434 Employee100% 14 20 54 101 115 128 135 135 135 135 135 128 128 128 122 101 54 20 - 135 128 135 128 Family Restaurant100% 32 64 77 96 109 115 128 115 64 58 58 96 102 102 102 77 70 64 32 115 115 115 102 Employee100% 13 20 23 23 26 26 26 26 26 20 20 25 25 25 25 21 17 17 9 26 26 26 25 Residential, Rental, Shared Spaces100% - - - - - - - - - - - - - - - - - - - - - - - Reserved100% 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 Guest100% - - - - - - - - - - - - - - - - - - - - - - - Office 100 to 500 ksf100% - - 5 16 26 12 4 12 26 12 4 3 1 1 - - - - - 12 12 12 1 Employee100% 9 95 236 299 315 315 284 284 315 315 284 158 79 32 22 9 3 - - 284 315 284 79 Bank (Branch) with Drive-In100% - - 12 21 23 12 12 12 16 12 18 23 - - - - - - - 12 12 12 - Employee100% - - - - - - - - - - - - - - - - - - - - - - - Customer 37 91 175 296 457 546 633 682 649 625 596 584 537 510 455 349 233 118 32 682 546 682 537 TOTAL DEMANDEmployee 36 135 313 423 456 469 445 445 476 470 439 311 232 185 169 131 74 37 9 445 469 445 232 Reserved 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 909 982 1,135 1,397 1,628 1,822 1,924 1,987 2,036 2,034 2,004 1,944 1,804 1,678 1,604 1,533 1,389 1,216 1,064 950 2,036 1,924 2,036 1,678 ULI Base Data Has Been Modified.2,036 1,924 2,036 1,678
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RRM Design Group
May 22, 2015
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PARKING MANAGEMENT STRATEGIES
By its nature, a TODSP area generally shares several common characteristics relating to
infrastructure and development patterns, such as frequent transit service, mixed-uses near the
transit station, and high levels of mobility and accessibility, particularly for people walking and
biking. The Azusa TODSP will be focused on development in close proximity to the Azusa
Downtown Gold Line Station and surrounding Azusa downtown area. The City of Azusa has made
significant progress in developing a mixed-use district that provides a welcoming streetscape
environment, particularly along Azusa Avenue. Many of the strategies in this memo are intended
to provide an efficient parking system that facilitates a walkable, “park-once” environment that is
comfortable for all modes of travel, while leveraging the proximity of transit, and a diversity of
densities and land uses.
This section builds off the discussion of revising parking rates by identifying select parking
management strategies to make existing and future parking resources more efficient and
accessible. The City of Azusa may already be employing some of the strategies in the TODSP area.
These strategies may require modifications to achieve the desired effect. Some of these effects
could include:
• Maintaining adequate parking for the core commercial activity areas within the TODSP
area.
• Efficient use of most desired parking spaces to achieve maximum turnover
• More efficient use of underutilized or excess parking areas
• Distribution of long term parkers to less desired and under-utilized spaces within the
TODSP area
• Improving walkability and accessibility so that the entire district is generally accessible
from any parking area
Following is brief description of strategies to consider both for on-street and off-street parking:
ON-STREET PARKING STRATEGIES
• Time Limits & Restrictions: Time limits are perhaps the simplest way to control the
uses of on-street parking. Time-based parking restrictions prohibit parking for certain
periods to preserve roadway capacity during peak commuting periods and to save
parking resources for particular user groups. In commercial areas, parking time limits are
used to discourage long-term parking by employees of the businesses so that the
desirable parking spaces are available for customer, allowing a more efficient use and
higher turnover rate for desired spaces.
Opportunities for application of strategy: Time restrictions are in place on San Gabriel
Avenue and Azusa Avenue. This option is useful to promote parking turnover at on-
street parking spaces that are desirable and provide good accessibility to adjacent
businesses. Since this strategy is in place at some of the most desirable on-street spaces
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RRM Design Group
May 22, 2015
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on San Gabriel Avenue and Azusa Avenue, one potential application is when new land
uses and businesses are added in downtown Azusa, potentially resulting in streets such as
9th Street, Foothill Boulevard, or 6th Street that may experience increased parking
utilization for longer time periods.
• Urban Design/Signage/Traffic Calming: Urban design features can make more distant
and likely less desired on-street parking spaces known to commuters and enhance
pedestrian connections to those spaces. Good signage can direct parkers quickly and
efficiently to available spaces. Sometimes, the solution is as simple as providing
information about space location and availability. Supplemental traffic calming strategies
that moderate traffic speeds in order to improve the pedestrian environment, can also
support parking management strategies.
Opportunities for application of strategy: This strategy has been employed on Azusa
Avenue where the City of Azusa has implemented curb extensions, wide sidewalks,
diagonal parking, landscaping, lighting, and several pedestrian crossings. Making the
environment safer and more inviting for pedestrians can encourage people to walk to
various destinations in downtown instead of driving to each one. There are several
opportunities in downtown Azusa, three of which include San Gabriel Avenue, Santa Fe
Avenue, and paseos or pathways that can be implemented within the district to better
connect streets and activity nodes separated by large parcels or parking areas. In
addition to replicating the treatments on Azusa Avenue, other potential measures include
providing wayfinding to key assets (parking and transit) and destinations (Civic uses, retail
areas), and modifications to the roadway cross-section that slow traffic or make crossing
the street easier (i.e., lane reductions, conversion to two-way travel).
• Assignment of Parking Location: This strategy involves assigning particular parking
users to specific locations to increase the efficiency with which spaces are used. E.g.
employer policy could require all-day parkers to parking in remote facilities to free up
close-in on-street parking. Alternatively, the most convenient spaces could be devoted to
pick and drop off function.
Opportunities for application of strategy: Within downtown Azusa potential applications
include creating a pick-up/drop-off area for popular destinations or assigning parking
locations to employees who might otherwise occupy non-time restricted spaces in
proximity to their business of employment. While this is listed as an on-street parking
strategy, it can also be used in large parking lots, such as the Target parking lot, to
prevent employees from occupying the most desirable spaces.
OFF-STREET PARKING STRATEGIES
• Access Control: Strategies to control access to off-street parking include signage that
limit who can use parking facilities and for what purposes; chaining off parking entrances
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RRM Design Group
May 22, 2015
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until stores open later in the morning can prevent transit commuters from poaching
parking; use of gate arm access controls to prevent non-shoppers from using the facility.
Opportunities for application of strategy: This parking management strategy is applied at
the Azusa Police Department where only police vehicles can access the parking area and
it this may be a strategy employed at the new Metro Gold Line parking structure in
downtown Azusa. This strategy can also be applied at city parking lots where the City
must retain off-street parking in order to assume control of select opportunity sites. In an
effort to make this parking available to the public patronizing the downtown area, the
City of Azusa could implement access control, complemented with a nominal parking fee,
that would allow for validation by local businesses.
• On-Site Enforcement: On-site enforcement strategies can include security personnel
giving warnings, post notices, and if necessary, arrange for towing. Simple information
and enforcement programs can be very effective in preventing parking poaching.
Opportunities for application of strategy: Enforcement is an important strategy to
consider, particularly if there is a lack of turnover at time restricted parking spaces or
parking is encroaching into areas not intended for parking. While parking utilization data
described above does not indicate this is currently a significant issue most of the time,
there may be events or periods when there is a particularly high demand for parking at
certain locations with time restrictions. If parking locations are difficult to access or if it is
hard to find a parking space, people parking may elect to park in residential areas or risk
exceeding time limits to find convenient parking. Additionally, with the arrival of the Gold
Line, some businesses with off-street parking (i.e., Target, CVS, City Hall) may experience
parking poaching by transit patrons that can be addressed through additional
enforcement.
• Time Limits & Restrictions: Time limit for spaces can be adjusted to reflect the particular
purpose for the parking. The limits can be established on a differential basis to direct all-
day parkers to underutilized spaces. Time-based restrictions can prohibit parking for
certain periods to reserve parking resources for a user group.
Opportunities for application of strategy: This strategy is discussed above for on-street
parking. Opportunities for application of this strategy also exist in parking lots at
locations such as Target or the Metro Gold Line Station. For example, Azusa may
consider providing short-term and long-term parking spaces at the most appropriate
locations based on where patrons may ultimately be destined.
• Signage/ITS/Design: Signage is key to efficient and effective use of available parking
resources. Intelligent Transportation Systems (ITS) can help guide drivers to available
parking. ITS has been effectively used both district wide and in large parking structures to
provide “live” information about available spaces at each level and in different public
parking facilities throughout a district.
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RRM Design Group
May 22, 2015
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Opportunities for application of strategy: The construction of parking garages in
downtown Azusa presents the best opportunity to employ this strategy as this newer
technology is becoming more common. One very specific application is to provide real-
time information on the availability of parking within the parking garage. This can
include signs indicating the number of spaces available on each level, and may also
include lights that can be used to display whether a parking space is available or
occupied. Also as described above, wayfinding signage should be considered to
communicate to patrons about the locations of designated parking and popular
destinations.
• Shared Parking: Shared parking is the use of a parking space to serve two or more
individual land uses without conflict or encroachment. The ability to share parking spaces
is the result of two conditions: Variations in the accumulation of vehicles by hour, by day,
or by season at the individual land uses; and relationships among the land uses that result
in visiting multiple land uses on the same auto trip.
Opportunities for application of strategy: With the relatively low parking utilization
currently experienced in the downtown area, shared parking presents an opportunity to
increase effective parking supply without necessarily needing to construct additional
parking or increase parking requirements, both of which can be challenging in the
development process. Two examples of locations that have the building blocks to create
efficient and utilized parking areas are Target and the block bounded by Foothill
Boulevard, 6th Street, San Gabriel Avenue, and Azusa Avenue. Target experiences
relatively low parking utilization (approximately 25% utilized at peak hour) and they may
be willing to allow the use of their parking by other uses that exhibit different parking
peaking characteristics. If a land use, such as a coffee shop, wanted to open but couldn’t
provide enough parking, they could enter into an agreement with Target to utilize some
portion of Target parking until a closing time of 3:00PM, so that Target could maintain a
lower parking supply during off-peak hours (early in the day) and offer a larger parking
supply during the peak utilization period beginning at 4:00PM. The other location
mentioned above, houses a variety of business types and has a number of off-street
spaces available for patrons. Provided the mix of uses is reviewed to provide land uses
that have different peaking characteristics, a lower number of physical spaces can be used
to meet the demand of various businesses, as a parking space can be used more than
once over the course of a day.
Based on the analysis described above and potential parking strategies available for the Azusa
TODSP area, the following matrix provides additional information regarding the strategies
recommended for managing local parking resources. For each strategy, this matrix provides a
range of issues each strategy can be used to address, whether applicable for on or off-street
parking, cost to implement (low, medium, or high), responsible agencies, and local examples
where this strategy is in place. Examples were primarily sought in Azusa, but were also drawn
from other locations in the San Gabriel Valley, as needed.
Table 10: Azusa TODSP Recommended Parking Strategies Strategy Issue(s) to Address Cost to Implement Responsible City Department(s) Local Examples Time Limits and Restrictions Employee parkingLack of parking turnoverPhysical concentration of desirablespacesLow Public Works Azusa AvenueFoothill BoulevardUrban Design/Signage/Traffic Calming Access to distant spacesChallenging pedestrian environmentLow-Medium Public Works Planning Azusa AvenueAssignment of Parking Location Employee parkingLack of parking turnoverNo pick-up/drop-off areasLow Public Works N/AAccess Control Parking poaching (unauthorizedparking in commercial lots/transitreserved spaces)Neighborhood intrusionMedium Public Works Law Enforcement Property Owners Azusa PDOn-site Enforcement Off-street parking intrusionNon-compliance with time/userrestrictionsMedium Public Works Law Enforcement Planning N/A
Jami Williams RRM Design Group May 22, 2015 Page 18 of 18 Table 10: Azusa TODSP Recommended Parking Strategies Signage/ITS/Design Large parking structures with available spaces Cruising for parking Medium Public Works Planning Paseo Colorado Shared Parking Mixed-uses on-site or district Excess parking supply “Park-once” environment Differing parking characteristics Low Public Works Planning Downtown South Pasadena Downtown San Dimas
City ofAzusa
\\fpla03\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\GIS\MXD\F1_ProjectAreaLocation.mxdProject Area LocationFigure 1
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Proposed Foothill Gold Line Extension
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\\fpla1\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\GIS\MXD\F2_ParkingSupply.mxdON-STREET AND OFF-STREET PARKING LOCATIONSCITY OF AZUSA
Figure 2
On-Street Parking Supply
Off-Street Parking Location
Azusa AveN Sunset AvePasadena AveOrange AveAlameda AveDalton Ave Angeleno Ave 9th St
6th St
8th StSan Gabriel AveSoldano Ave Foothill Blvd
Santa F
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\\fpla03\data\Jobs\Active\2600s\2670_Azusa TOD\Graphics\GIS\MXD\F3_ParkingUtilization1PM.mxdFigure 3
PEAK HOUR PARKING UTILIZATION (1:00 PM) CITY OF AZUSA
0%
1% - 50%
51% - 90%
91% - 100%
PARKING MANAGEMENT PLAN A
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APPENDIX
AZUSA OPPORTUNITY SITES
B FINANCIAL ANALYSIS OF ALTERNATIVE DEVELOPMENT PROJECTS
City of Azusa | TOD Specific Plan
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AZUSA OPPORTUNITY SITESB
FINANCIAL ANALYSIS OF ALTERNATIVE DEVELOPMENT
PROJECTS AT AZUSA OPPORTUNITY SITES
The real estate market analyses prepared by TNDG for the Azusa TOD subareas, plus an investigation of local
real estate financial conditions, provide background information on the feasibility of development in the
Specific Plan Area. Key aspects of project feasibility, for certain case study projects, are summarized in Table
B-1.
The following sections of the Financial Analysis describe the structure, content, assumptions, and other
technical details for the companion electronic spreadsheet entitled “Azusa Development Scenario Models”
(presented here as Appendix B). The spreadsheet was prepared by the Natelson Dale Group Inc. (TNDG)
in coordination with RRM Design Group with the intent of providing the City of Azusa with an overview of
the financial feasibility of alternative real estate development projects at specific sites in the downtown
area (Site 36 is in the Specific Plan Downtown District, the Dalton site in the Downtown Expansion District),
based on prototypes generated by RRM. Four separate scenarios were evaluated, involving retail, office, and
residential uses in various configurations and combinations.
Model Structure and Subject Matter
Appendix Table B-1 summarizes the results of the individual pro forma models (Tables B-3 to B-6). Table
B-2 is the table of common input factors applied in the four separate pro forma models. Tables B-3 to B-6
are the pro forma models for the four projects. Alternative development programs were prepared for two
distinct sites: Site 36 (3 alternatives) and the Dalton site. The parking configuration associated with each
development alternative, and associated construction costs per space, are shown on Table B-7. The three site
36 scenarios included a requirement for incorporating 54 existing parking spaces.
Modeling Assumptions, Limitations, and Other Considerations
The Table B-2 input factors (e.g. rental rate, construction cost, etc. by use type) common to all of the
development alternatives are linked to the detailed pro forma models on Tables B-3 to B-6. No attempt was
made to differentiate these values among the different projects, given the projects’ overall similarities (for
example, the varying number of stories and building sizes among the alternatives would not necessarily
require different types of construction systems, although parking systems did differ and the variations in
related costs were accounted for within the modeling) and the fact that the analysis process is intended to be
relatively general in nature.
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Table 5‐2. Summary of Analysis of Project Feasibility, Selected Sites and Project Configurations Area/
Scenario Land Use Land Area Gross bldg. area # Stories Total Cost, Hard & Soft Net Operating Income Capitalized Value Capitalized/ Sale Value Less Costs Floor Area RatioMaximum Theoretical Land Value/SF Land Value (/SF) Allowing Return on Hard (& Soft) Costs of:
15% Site 36‐1 Retail 38,889 $7,613,891 $1,058,846 $20,168,500 $12,554,609 $125.31 Office 38,889 $9,043,057 $679,896 $10,878,336 $1,835,279 $18.32 Residential 60,000 $13,018,630 $902,880 $18,057,600 $5,038,970 $50.30 TOTAL 100,188 137,7784$29,675,578 $2,641,622 $49,104,436 $19,428,8581.38 $193.92 $149.49 Site 36‐2 15% Retail 38,889 $9,564,018 $1,058,846 $20,168,500 $0 $105.85 Office 38,889 $10,993,185 $714,533 $11,432,533 $439,348 $4.39 Residential 60,000 $16,163,806 $902,880 $18,057,600 $1,893,794 $18.90 TOTAL 100,188 137,7784$36,721,009 $2,676,260 $49,658,633 $12,937,6241.38 $129.13 $74.16 Site 36‐3 15% Retail 24,444 $4,818,629 $665,561 $12,677,343 $7,858,714 $78.44 Office 24,444 $5,716,962 $427,363 $6,837,811 $1,120,849 $11.19 Residential 36,000 $7,834,333 $541,728 $10,834,560 $3,000,227 $29.95 TOTAL 100,188 84,8894$18,369,924 $1,634,652 $30,349,714 $11,979,7900.85 $119.57 $92.07 Dalton 15% Retail* 13,333 $2,581,250 $363,033 $6,914,914 $4,333,664 $71.06 Residential 57,333 $12,427,447 $862,752 $17,255,040 $4,827,593 $79.16 Total 60,984 70,6673$15,008,697 $1,225,785 $24,169,954 $9,161,2571.16 $150.22 $113.31 Source:Table B-1: Summary of Analysis of Project Feasibility, Selected Sites and Project Configurations
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AZUSA OPPORTUNITY SITESB
The input values applied in the models assume projects that are successfully competitive within the broader
market area in and around Downtown Azusa. The rationale for this assumption is that, ultimately, developers
would not propose projects if they did not believe they were going to be successful within the market area,
which means they would have had to have taken into account the competitive conditions for the relevant
trade areas involved. Within this concept, office use presented the greatest challenge, because of depressed
market conditions in this segment that have persisted for many years with no clear indication of when the
office market might be considered truly healthy. Modeling processes applied in this analysis assumed some
improvement over current obtainable office rental rates (the rate used reflects historical levels to which the
market could potentially recover), but office uses still remained the most unprofitable of all uses analyzed,
as discussed further below. There are fundamental issues that could keep suburban office market conditions
tight for the foreseeable future. Briefly, the location of office space is not as sensitive to market conditions
(e.g. traffic volumes and visual accessibility) as the location of retail, for example. Similarly, office users are
not as likely to be concerned about who their fellow tenants are, within any particular building or area, as
are retail tenants. The result is that the “competitive space” in which office development occurs is not as
predictable, and this issue is more pronounced in suburban areas in contrast to, for example, a central city
location.
The analysis concept embodied in the pro formas is that the development costs, excluding land, when
subtracted from the value (theoretical sale price) of the project upon completion and stabilized occupancy,
represent the theoretical value of the land that the project occupies. Development costs include hard
construction costs and a factor for soft costs associated with the development process. The value of the
project is estimated by dividing the net operating income that the project would generate (space rental
income, less a vacancy factor, less an operating expense factor) by a capitalization rate (cap rate) that is
associated with that particular type of use and also with the region within which the project is located, to the
extent it is possible to obtain such geographic-specific information.
Secondary data sources were used to generate estimates of cost, income, operating factors, and cap rates.
Cost estimates were derived in part from RS Means online estimating tools (selecting options that reflected
union wages and a Southern California location). Rental rates and other real estate market data were derived
from a combination of local real estate listings and published real estate reports from major brokerage
companies.
The pro forma results are particularly sensitive to the cap rate factors applied. Although the factors used in
the model are compatible with current market conditions, it should be noted that these factors are now and
have been for a number of years particularly favorable to sellers of real estate, at least in part due to the
relatively low rates of return available to investors from other financial instruments. (The lower the cap rate
the higher the theoretical selling price, because the cap rate represents the rate of return from the project
that an investor is willing to accept.)
Within the pro forma models, the theoretical land value derived as described above is divided by the land
area to yield a theoretical land price per square foot. In order to add additional consideration for a project’s
profitability, a factor was applied to the projects’ development costs (excluding land), in the summary table
City of Azusa | TOD Specific Plan
May 2018
BAZUSA OPPORTUNITY SITES
on Table B-1 above, to represent a minimum return on that portion of the project investment. (In practice,
developers would likely look at the total project cost, including land, and the difference between that total
cost and a theoretical sale price, as a way of evaluating a project. The approach applied within this model
simplifies the analysis given that land value is itself derived from the pro forma.) The resulting land price
per square foot allowing for the return on costs can then be compared to an estimate of the raw land value
for property within the downtown area. Although information to derive such an estimate was very limited,
TNDG has applied the assumption that the land could be worth at least $65 per square foot. This “threshold”
amount can then be compared to the theoretical land value (including the factor for minimum return on
costs) derived from the analysis. Any project in which the pro forma analysis yielded a land value less than
the threshold amount would be conceptually infeasible.
Analysis Results
The analysis indicated that all of the theoretical development scenarios were financially feasible; although
the scenarios that included office space were less likely to be feasible the higher the proportion of office
space in the project. Among all the scenarios higher density projects also had a higher level of profitability.
Although TNDG prepared this analysis using assumptions that appeared to be reasonable at the time, the
sensitivity of these kinds of models to varying factors, changes in market conditions over time, and different
opinions and assumptions that developers and other analysts bring to exercises of this kind, all suggest
that this analysis be used by the city as an internal project review tool, which can be easily altered by staff
as conditions warrant. The model is likely to have the most value to the City as a way to compare alternate
project types, as well as review submitted projects.
Notes on Maximizing Key Opportunity Sites
The feasibility of new commercial development would generally be significantly enhanced if configured
as mixed-use projects with multi-family residential. In the process of designing and developing mixed-use
projects, care is necessary in defining the expectations for ground-floor retail, which must synchronize with
other area retail and other uses, and issues to be addressed will include mix, demand in relation to supply,
and the like.
The downtown-area districts in which opportunity sites are concentrated could benefit from a “designer
in residence” program where owners of neighboring existing developed property could get conceptual
guidance on how to upgrade properties within an overall somewhat unified vision.
City of Azusa | TOD Specific Plan
May 2018
B AZUSA OPPORTUNITY SITES
TABLE B ‐2. AZUSA INPUT T ABLE
Land Use Type Retail Office
Residential,
Rental Hotel All Uses
COST FACTORS
Shell cost/SF $128.00
Sales Price/SF ‐ with land cost
factor added
Tenant Improvements Cost /SF $40.00
Shell and Tenant Improvements
Building Cost Total $140.00 $168.00 $160.00 $190.00
Site/offsite development factor 5%
Factor for unenclosed
balconies, etc. [added for
Azusa], as % of shell/TI cost 5%
Total Bldg. (incl. contractor &
A/E fees, site/offsite factor) $147.00 $176.40 $176.00 $199.50
Soft Cost Factor 25% 25% 20% 20%
FINANCIAL FACTORS
Leasing Rates (SF/Mo.) $2.75 $2.40 $2.00
Cost of sales transactions
Sales profit margins (after cost
of sales transactions and
allowance for land costs*)
Room Rates $100.00
Covered Space Leasing
Rates/Month (Office)* $95.00
Vacancy Factor 5% 5% 5% 25%
Operating/leasing Expense
Factor 3.5%29.0% 20.0% 45.0%
Capitalization Rate** 5.25% 6.25% 5.00% 7.25%
Assumed min. rate of return on
hard costs 15%
Minimum Threshold $65.00 $65.00 $65.00 $65.00
Source: CBRE Cap Rate Survey 2nd half 2014: Los Angeles Suburban markets. Figures used are generally 25 basis
points below the high end of the given value range
City of Azusa | TOD Specific Plan
May 2018
BAZUSA OPPORTUNITY SITES
TABLE B‐3. PRO FORMA SCENARIO SITE 36‐1
SCENARIO
Scenario Site 36‐1
Land Area 100,188
Land Use Type Retail Office Residential TOTAL
COST FACTORS
Gross bldg area 38,889 38,889 60,000 137,778
Avg unit size 1,100
Total Building Cost $5,716,667 $6,860,000 $10,560,000 $23,136,667
Number of Parking Spaces 107.0 107.0 82.5 297
Parking type Surface Surface Surface Surface
Parking Cost/Space $3,500 $3,500 $3,500 $3,500
Total Parking Cost $374,446 $374,446 $288,858 $1,037,750
Net Rentable SF @ 35,000 35,000 49,500 119,500
Sub‐Total Hard Costs $6,091,113 $7,234,446 $10,848,858 $24,174,417
Soft Costs $1,522,778 $1,808,611 $2,169,772 $5,501,161
Total Cost, Hard & Soft $7,613,891 $9,043,057 $13,018,630 $29,675,578
FINANCIAL FACTORS
Gross leasing income $1,155,000 $1,008,000 $1,188,000 $3,351,000
% of workers paying for covered
parking
Gross Parking Income (annual)
Net Rental Income $1,097,250 $957,600 $1,128,600 $3,183,450
Net Operating Income $1,058,846 $679,896 $902,880 $2,641,622
Capitalized Value $20,168,500 $10,878,336 $18,057,600 $49,104,436
Capitalized Value Less Costs ‐
Implied Land Value $12,554,609 $1,835,279 $5,038,970 $19,428,858
Land Value/SF $125.31 $18.32 $50.30 $193.92
SITE DESIGN, OTHER FACTORS
Number of Stories 4
Gross Building Area 38,889 38,889 60,000 137,778
Floor Area Ratio 1.38
Percentage of Net Rentable Area 29% 29% 41% 100%
Source: TNDG
City of Azusa | TOD Specific Plan
May 2018
AZUSA OPPORTUNITY SITESB
T ABLE B‐4. PRO F ORMA SCENARIO S ITE 36‐2
SCENARIO
Scenario Site 36‐2
Land Area 100,188
Land Use Type Retail Office Residential TOTAL
COST FACTORS
Gross bldg area 38,889 38,889 60,000 137,778
Avg unit size 1,100
Total Building Cost $5,716,667 $6,860,000 $10,560,000 $23,136,667
Number of Parking Spaces 107.0 107.0 82.5 297
Parking type 2‐level struct.2‐level struct.2‐level struct. 2‐level struct.
Parking Cost/Space $18,083 $18,083 $18,083 $18,083
Total Parking Cost $1,934,548 $1,934,548 $1,492,366 $5,361,461
Net Rentable SF @ 35,000 35,000 49,500 119,500
Sub‐Total Hard Costs $7,651,215 $8,794,548 $12,052,366 $28,498,128
Soft Costs $1,912,804 $2,198,637 $4,111,441 $8,222,881
Total Cost, Hard & Soft $9,564,018 $10,993,185 $16,163,806 $36,721,009
FINANCIAL FACTORS
Gross leasing income $1,155,000 $1,008,000 $1,188,000 $3,351,000
% of workers paying for covered
parking
40%
Gross Parking Income (annual) $48,785
Net Rental Income $1,097,250 $1,006,385 $1,128,600 $3,232,235
Net Operating Income $1,058,846 $714,533 $902,880 $2,676,260
Capitalized Value $20,168,500 $11,432,533 $18,057,600 $49,658,633
Capitalized Value Less Costs ‐
Implied Land Value
$10,604,482 $439,348 $1,893,794 $12,937,624
Land Value/SF $105.85 $4.39 $18.90 $129.13
SITE DESIGN, OTHER FACTORS
Number of Stories 4
Gross Building Area 38,889 38,889 60,000 137,778
Floor Area Ratio 1.38
Percentage of Net Rentable Area 29% 29%41% 100%
Source: TNDG
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May 2018
BAZUSA OPPORTUNITY SITES
T ABLE B‐5. PRO F ORMA SCENARIO S ITE 36‐3
SCENARIO
Scenario Site 36‐3
Land Area 100,188
Land Use Type Retail Office Residential TOTAL
COST FACTORS
Gross bldg area 24,444 24,444 36,000 84,889
Avg unit size
Total Building Cost $3,593,333 $4,312,000 $6,336,000 $14,241,333
Number of Parking Spaces 74.7 74.7 55.0 205
Parking type Surface Surface Surface Surface
Parking Cost/Space $3,500 $3,500 $3,500 $3,500
Total Parking Cost $261,570 $261,570 $192,610 $715,750
Net Rentable SF @ 22,000 22,000 29,700 73,700
Sub‐Total Hard Costs $3,854,903 $4,573,570 $6,528,610 $14,957,083
Soft Costs $963,726 $1,143,392 $1,305,722 $3,412,840
Total Cost, Hard & Soft $4,818,629 $5,716,962 $7,834,333 $18,369,924
FINANCIAL FACTORS
Gross leasing income $726,000 $633,600 $712,800 $2,072,400
% of workers paying for covered
parking
Gross Parking Income (annual)
Net Rental Income $689,700 $601,920 $677,160 $1,968,780
Net Operating Income $665,561 $427,363 $541,728 $1,634,652
Capitalized Value $12,677,343 $6,837,811 $10,834,560 $30,349,714
Capitalized Value Less Costs ‐
Implied Land Value
$7,858,714 $1,120,849 $3,000,227 $11,979,790
Land Value/SF $78.44 $11.19 $29.95 $119.57
SITE DESIGN, OTHER FACTORS
Number of Stories 4
Gross Building Area 24,444 24,444 36,000 84,889
Floor Area Ratio 0.85
Percentage of Net Rentable Area 30%30%40% 100%
Source: TNDG
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May 2018
AZUSA OPPORTUNITY SITESB
TABLE B‐6. PRO FORMA SCENARIO DALTON
SCENARIO
Scenario Dalton
Land Area 60,984
Land Use Type Retail* Residential Total
COST FACTORS
Gross bldg area 13,333 57,333 70,667
Avg unit size
Total Building Cost $1,960,000 $10,090,667 $12,050,667
Number of Parking Spaces 30 65 95
Parking type Surface Comb Comb
Parking Cost/Space $3,500 $3,921
Total Parking Cost $105,000 $265,539 $370,539
Net Rentable SF @ 12,000 47,300 59,300
Sub‐Total Hard Costs $2,065,000 $10,356,206 $12,421,206
Soft Costs $516,250 $2,071,241 $2,587,491
Total Cost, Hard & Soft $2,581,250 $12,427,447 $15,008,697
FINANCIAL FACTORS
Gross leasing income $396,000 $1,135,200 $1,531,200
% of workers paying for covered
parking
Gross Parking Income (annual) $0
Net Rental Income $376,200 $1,078,440 $1,454,640
Net Operating Income $363,033 $862,752 $1,225,785
Capitalized Value $6,914,914 $17,255,040 $24,169,954
Capitalized Value Less Costs ‐
Implied Land Value
$4,333,664 $4,827,593 $9,161,257
Land Value/SF $71.06 $79.16 $150.22
SITE DESIGN, OTHER FACTORS
Number of Stories 3
Gross Building Area 13,333 57,333 70,667
Floor Area Ratio 1.16
Percentage of Net Rentable Area 20%80% 100%
Source: TNDG
City of Azusa | TOD Specific Plan
May 2018
BAZUSA OPPORTUNITY SITES
TABLE B ‐7. PARKING COST SCHEDULE
Surface Podium above‐grade below grade Tuck‐under Result (wtd avg
cost/space)
Scenario $3,500 $16,400 $19,765 $27,335 $5,500
36‐1 100% $3,500
36‐2 50% 50% $18,083
36‐3 100% $3,500
Dalton 79% 21% $3,921
Source: TNDG
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APPENDIX
FINANCING
C POTENTIAL FUNDING SOURCES AND FINANCIAL MECHANISMS
Contents
National Program: Federal ............................................................................................................................ 2
Federal Programs ...................................................................................................................................... 2
U.S. Department of Commerce, Economic Development Administration (EDA) ................................. 2
Partnership for Sustainable Communities ............................................................................................ 2
National Programs: Other ........................................................................................................................... 10
The Advisory Council on Historic Preservation (ACHP) ........................................................................... 10
Foundations ............................................................................................................................................ 10
Enterprise Community Website .............................................................................................................. 11
STATE PROGRAMS ...................................................................................................................................... 11
Local Government Commission .............................................................................................................. 11
California State Treasurer ....................................................................................................................... 11
California Statewide Communities Development Authority (CSCDA) .................................................... 12
New Markets Tax Credit Program ....................................................................................................... 12
Programs for Public Agencies ............................................................................................................. 13
Programs for Private Firms ................................................................................................................. 13
California Energy Commission ................................................................................................................ 14
California Municipal Utility Association .................................................................................................. 14
Financing Authority for Resource Efficiency in California (FARECal) .................................................. 14
California Department of Housing and Community Development ........................................................ 14
CA DOT .................................................................................................................................................... 16
Environmental Justice and Community‐based Transportation Planning Grants Program ................. 17
California Pollution Control Financing Authority ................................................................................ 17
I‐Bank ...................................................................................................................................................... 19
Programs ............................................................................................................................................. 19
REGIONAL PROGRAMS ................................................................................................................................ 20
Southern California Association of Governments (SCAG)....................................................................... 20
LOCAL PROGRAMS ...................................................................................................................................... 20
Special and “Add‐On” Taxes ................................................................................................................... 20
Business Improvement Districts ......................................................................................................... 21
Special Benefit Assessments ............................................................................................................... 21
Other City Funding Mechanisms ............................................................................................................. 23
Other City Options for Development Support ........................................................................................ 23
NATIONAL PROGRAM: FEDERAL GOVERNMENT
Federal Programs
It should be noted that some federal programs are also available through state and regional
organizations, sometimes as “pass‐through” funding or simply as alternative channels. For example, the
Southern California Association of Governments (SCAG) can support member communities with
sustainability programs within the federal Partnership for Sustainable Communities.
U.S. Department of Commerce, Economic Development Administration (EDA)
Under the Economic Development Assistance programs (EDAP) Federal Funding Opportunity (FFO)
announcement, EDA will make construction, non‐construction, and revolving loan fund investments
under the Public Works and Economic Adjustment Assistance Programs. Grants made under these
programs will leverage regional assets to support the implementation of regional economic
development strategies designed to create jobs, leverage private capital, encourage economic
development, and strengthen America's ability to compete in the global marketplace.
Funding Opportunity Number: EDAP2014
Funding Opportunity Title: FY 2014 Economic Development Assistance Programs
Opportunity Category: Discretionary Grant
Funding Instrument Type: Cooperative Agreement
Partnership for Sustainable Communities
In June 2009, the Partnership for Sustainable Communities was formed by the U.S. Department of
Housing and Urban Development (HUD), the U.S. Department of Transportation (DOT), and the U.S.
Environmental Protection Agency (EPA). The HUD‐DOT‐EPA Partnership for Sustainable Communities
marks a fundamental shift in the way the federal government structures its transportation, housing, and
environmental policies, programs and spending. Through the Partnership, the three agencies are
collaborating to support communities that provide people with a variety of housing and transportation
choices, attract economic opportunity, safeguard public health, and protect clean air and water.
U.S. Department of Transportation
The U.S. Department of Transportation works to promote livable communities and enhance the
economic and social well‐being of all Americans by creating and maintaining a safe, reliable, integrated,
and accessible transportation network. The majority of DOT funding is distributed annually through
programs that are administered by States and Metropolitan Planning Organizations through formulas.
While most have specific eligible activities identified in law, funds from some programs may be
transferred by states to local governments, transit agencies, or other transportation organizations.
Projects funded through DOT programs must be contained in an approved metropolitan transportation
improvement program (TIP) and/or statewide transportation improvement program (STIP). In this way,
decisions about transportation projects, project design, and selection are made locally and result from
locally determined transportation and land‐use plans.
Multimodal and Planning Programs
Transit Oriented Development Planning Pilot: This program provides funding to advance planning
efforts that support transit‐oriented development (TOD) associated with new fixed‐guideway and core
capacity improvement projects. This program authorizes the Federal Transit Administration (FTA) to
make grants for comprehensive planning that seeks to: enhance economic development, ridership, and
other goals established during the project development and engineering processes; facilitate
multimodal connectivity and accessibility; increase access to transit hubs for pedestrian and bicycle
traffic; enable mixed‐use development; identify infrastructure needs associated with the eligible project;
and include private‐sector participation. Funds are awarded competitively, and state and local
government agencies are eligible for funding.
Public Transportation Programs
Urbanized Areas Formula Grant Program: This program provides direct funding to communities with a
population of 50,000 or more for public transportation planning and capital improvements. Eligible
activities include: job access and reverse commute projects that provide transportation to jobs and
employment opportunities for welfare recipients and low‐income workers; and transit operating costs in
certain areas.
Bus and Bus Facilities Formula Program: This program provides funding to replace, rehabilitate, and
purchase buses and related equipment, and to construct bus‐related facilities, such as shelters or
transfer stations. Funds are allocated based on certain criteria such as population, bus vehicle revenue‐
miles, bus passenger‐miles, and population density.
Fixed Guideway Capital Investment Grants (“New Starts” and “Small Starts”): These discretionary
programs are the federal government’s primary financial resource for supporting planning and
construction of major transit capital projects. New Starts and Small Starts have helped make possible
dozens of new or extended transit fixed guideway systems across the country – heavy rail, light rail,
commuter rail, bus rapid transit, and ferries. New Starts projects are typically greater than $250 million
in total project cost, requesting greater than $75 million in New Starts funding. The Small Starts program
supports fixed guideway projects smaller than the New Starts cost thresholds. Participation in the New
Starts and Small Starts programs requires completion of a legislatively directed process for planning and
project development.
State of Good Repair Grants: This program is FTA’s first dedicated funding to repair and upgrade rail
and bus rapid transit systems. Eligible recipients include State and local government authorities in
urbanized areas with fixed guideway public transportation facilities operating for at least 7 years.
Enhanced Mobility of Seniors and Individuals with Disabilities: This program is intended to enhance
mobility for seniors and persons with disabilities by providing funds for programs to serve the special
needs of transit‐dependent populations beyond traditional public transportation services and Americans
with Disabilities Act (ADA) complementary paratransit services. Operating assistance is now available
under this program. Funds are apportioned based on each state’s share of population for these groups
of people.
Flexible Programs for Roads, Streets, and Paths
Congestion Mitigation and Air Quality (CMAQ) Program: The CMAQ program supports transportation
projects or programs that will improve air quality and relieve congestion in areas that do not meet
National Ambient Air Quality Standards. CMAQ funds may be used to establish new or expanded
transportation projects or programs that reduce emissions, including capital investments in
transportation infrastructure, congestion relief efforts, and diesel engine retrofits. Other CMAQ projects
include operating assistance for new transit services, travel demand management strategies, traffic flow
improvement programs that reduce emissions, and bicycle/pedestrian facilities and programs.
Surface Transportation Program: The Surface Transportation Program provides flexible funding to
states and metropolitan planning organizations for projects on any federal‐aid highway. It can be used
for a broad array of highway, transit, bicycling, and walking purposes.
Transportation Alternatives Program: This new program consolidates many previously eligible activities
under separately funded programs, including Transportation Enhancements, Recreational Trails, Safe
Routes to School, and several other discretionary programs. Funds may be used for projects or activities
related to: construction, planning, and design of on‐road and off‐road trail facilities for pedestrians,
bicyclists, and other nonmotorized forms of transportation; conversion and use of abandoned railroad
corridors for trails for pedestrians, bicyclists, or other nonmotorized transportation users; and any
environmental mitigation activity, including pollution prevention and pollution abatement activities and
mitigation to address stormwater management.
Recreational Trails Program (RTP): This program provides formula funds to states to develop and
maintain trails and trail‐related facilities for all types of recreational uses, including hiking, bicycling,
equestrian, cross‐country skiing, snowmobiling, off‐road motorcycling, all‐terrain vehicles, four‐wheel
driving, or other off‐road motorized vehicles.
Context Sensitive Solutions (CSS): While not a funding program, CSS is a collaborative, interdisciplinary
approach that involves all stakeholders in developing a transportation facility that fits its physical setting
and preserves scenic, aesthetic, historic, and environmental resources while maintaining safety and
mobility. CSS considers the total context within which a transportation improvement project will exist.
CSS principles include the employment of early, continuous, and meaningful involvement of the public
and all stakeholders throughout the project development process. The project is designed and built with
minimal disruption to the community.
U.S. Department of Housing and Urban Development
The Department of Housing and Urban Development’s mission is to increase homeownership, support
community development, and increase access to affordable housing free from discrimination. HUD
promotes sustainable communities by coordinating federal housing and transportation investments with
local land use decisions in order to reduce transportation costs for families, improve housing
affordability, save energy, and increase access to housing and employment opportunities.
Public Housing
HOPE VI: The HOPE VI Program provides competitive funding for the eradication of severely distressed
public housing developments. Funds can be used for demolition, major rehabilitation, and new
construction of public housing; acquisition of sites in other locations for private new construction; and
supportive services for those relocated by the program. HOPE VI promotes the creation of mixed income
communities that are dense, pedestrian friendly, and transit accessible. It also encourages high
standards of green building for new construction projects through regulation and giving priority to
proposals with green features.
Public Housing: The Public Housing Program provides funding to local housing agencies for operating
expenses and repairs to public housing developments. Funds are allocated based on the continuing
needs of the housing authorities, especially the number of units they own. Public housing agencies are
encouraged to use environmentally responsible practices through regulations and policy guidance and
through specific programs like Energy Performance Contracting (EPC). EPC provides funding to make
public housing units more energy efficient through energy efficiency, water efficiency, or renewable
energy improvements to units. Funding is provided through freezing utility subsidies to repay financing
obtained to make the improvements. For every $1 spent on utility efficient improvements under this
program, $2.44 in savings will be created.
Housing Choice and Project‐based Vouchers: Housing choice and Project‐based Voucher Programs
provide funding to local public housing agencies for rental subsidies for units that are chosen by the
tenant in the private market (Housing choice Vouchers) or for use in specific developments or units
(Project Based Vouchers). Housing Choice Vouchers allow tenants more flexibility in deciding the
location of their residence, giving them more of an opportunity to live closer to work, family, amenities,
or services.
Community Planning and Development
Community Development Block Grants (CDBG): The CDBG Program provides formula funding directly to
larger cities and counties and through state governments for small units of local government. Funds can
be used for most kinds of development as long as it meets one of the following national objectives. 1)
Benefits low and moderate‐income persons‐ 2) aids in the prevention or elimination of slum and blight;
or 3) meets certain community development needs having a particular urgency. CDBG is a flexible
program that provides resources to address a wide range of community and economic development
needs, including decent housing, a suitable living environment, and expanded economic opportunity.
Disaster Recovery Assistance: In response to disasters, Congress appropriates additional funding for
the CDBG and HOME programs as Disaster Recovery grants to rebuild the affected areas and provide
crucial seed money to start the recovery process. Since CDBG Disaster Recovery assistance may fund a
broad range of recovery activities, HUD can help communities and neighborhoods that otherwise might
not recover due to limited resources. Disaster Recovery grants often supplement disaster programs of
the Federal Emergency Management Agency, the Small Business Administration, and the U.S. Army
Corps of Engineers. In addition, HOME Disaster Recovery grants can provide an important resource for
providing affordable housing to disaster victims.
HOME Investment Partnership: The HOME Program provides formula funding directly to larger cities
and counties, to consortia of local governments, and to state governments. The HOME program is
designed to create affordable housing for low‐income households and can take the form of direct
assistance or loan guarantees. Funds can be used for most kinds of housing development, including
acquisition and rehabilitation in the creation of low‐income housing. Additionally HOME program funds
can be used for homebuyer assistance and for Tenant‐based Rental Assistance.
Housing Opportunities for Persons with AIDS provides formula funding and limited competitive grants
to states, cities, and nonprofit organizations to develop housing and supportive services for people with
AIDS.
Homeless Programs provide formula and competitive funding to state and local governments and
nonprofit organizations that offer housing, homeless prevention programs, rental assistance, and other
supportive services to families and individuals facing a housing crisis or homelessness.
Neighborhood Stabilization Program (NSP): NSP provides some formula funding to states and local
governments and some competitive grants to states, local governments, nonprofit entities, or a
consortium of nonprofit entities/ Funds can be used to acquire and rehabilitate abandoned or
foreclosed upon homes or residential properties in neighborhoods.
Section 108 is the loan guarantee provision of the CDBG program that provides public entities with loan
funds to carry out economic development, housing, and public facility projects. The public entity may
carry out the project itself or designate another public or nonprofit entity to do so. Section 108 loans are
usually used by CDBG entitlement communities, but non‐entitlement communities may also apply if
their state agrees to pledge the CDBG funds necessary to secure the loan.
Mortgage Insurance for Rental Housing: Several FHA mortgage insurance programs can be used to
facilitate the new construction and substantial rehabilitation of multifamily rental projects. Some FHA
programs can be used to refinance and acquire existing multifamily projects not requiring substantial
rehabilitation.
Mortgage Insurance for Condominium Units: FHA also insures mortgages on condominium units in
developments that are proposed or under construction, existing projects, or conversions. Generally,
approval of the condominium project must be obtained from an authorized lender.
Housing Finance Agency Risk Sharing Program: Under this program, HUD provides credit enhancement
on loans underwritten and closed by a state or local housing finance agency (HFA). Loans made pursuant
to Section 542(c) are for affordable housing which includes new construction, substantial rehabilitation,
elderly housing, and refinancing. Eligible owners and purchasers apply for the program through the
appropriate HFA.
U.S. Environmental Protection Agency (EPA)
The U.S. Environmental Protection Agency’s mission is to protect human health and the environment.
Where and how we build communities has a major impact on the environment and on public health. By
promoting more environmentally, economically, and socially sustainable communities, EPA can help
protect our nation’s air, water, land, and people. A clean, green, healthy community is a better place to
buy a home and raise a family, it’s an appealing place for businesses to locate, and it has the foundations
it needs for prosperity. Many EPA programs are aimed at helping tribal, state, and local governments
support activities that build more sustainable communities and protect human health and the
environment.
Brownfields Remediation and Redevelopment EPA has a variety of programs to help eligible entities
assess, remediate, and restore brownfields sites to productive use and revitalize affected
neighborhoods.
Assessment Grant Program: These grants provide funding to inventory, characterize, assess, and
conduct planning and community involvement related to brownfield sites. Grants are for up to $200,000
to address sites contaminated by hazardous substances, and up to $200,000 to address sites
contaminated by petroleum. Applicants can also apply as an Assessment Coalition (a group of three or
more eligible entities) for up to $1 million.
Revolving Loan Fund (RLF) Grant Program: These grants of up to $1 million provide funding to capitalize
a revolving loan fund. Revolving loan funds can be used to provide no‐interest or low‐interest loans and
subgrants to eligible entities who own the site to carry out cleanup activities at brownfield sites. RLF
grants require a 20 percent cost share.
Cleanup Grant Program: These grants provide funding for a recipient to carry out cleanup activities at
brownfields sites that it owns. Sites may be contaminated by hazardous substances and/or petroleum.
Grants are up to $200,000 per site and require a 20 percent cost share.
Brownfields Job Training Grant Program: These grants provide funding to eligible entities and nonprofit
organizations to help communities take advantage of jobs created by the assessment and cleanup of
brownfields. The Job Training Grant Program’s goals are to prepare trainees for future employment in
the environmental field and to facilitate cleanup of brownfield sites contaminated with hazardous
substances. Grants are for up to $200,000.
Targeted Brownfields Assessments: These assessments are conducted by an EPA contractor, and
services can include site assessments, cleanup options and cost estimates, and community outreach.
Sites for this program are selected by EPA regional offices. Services can range from several thousand
dollars to as much as $100,000.
Technical Assistance to Brownfields (TAB) Program: TAB services are provided to communities, regional
entities, and nonprofits who need technical assistance dealing with brownfield sites. The program can
also assist communities with applying for EPA brownfields grants or identifying other resources to
address their brownfield sites.
Environmental Justice
Environmental justice is the fair treatment and meaningful involvement of all people regardless of race,
color, national origin, or income with respect to the development, implementation, and enforcement of
environmental laws, regulations, and policies. EPA has this goal for all communities and persons across
the nation. It will be achieved when everyone enjoys the same degree of protection from environmental
and health hazards and equal access to the decision‐making process to have a healthy environment in
which to live, learn, and work.
Environmental Justice Small Grants Program: This program provides financial assistance to eligible
organizations to build collaborative partnerships, to identify the local environmental and/or public
health issues, and to envision solutions and empower the community through education, training, and
outreach.
Environmental Justice Collaborative Problem‐Solving Cooperative Agreement Program: This program
provides financial assistance to eligible organizations working on or planning to work on projects to
address local environmental and/or public health issues in their communities, using EPA's
"Environmental Justice Collaborative Problem‐Solving Model."
State Environmental Justice Cooperative Agreements Program: This program provides funding so that
eligible entities may work collaboratively with affected communities to understand, promote, and
integrate approaches to provide meaningful and measurable improvements to the public health and/or
environment in the communities.
Environmental Justice Showcase Communities Project: This project provides EPA regional office
funding to bring together governmental and non‐governmental organizations to pool their resources
and expertise on the best ways to achieve real results in communities. The successes and lessons
learned in these demonstration projects will be used to help guide the design and implementation of
future environmental justice projects and will help EPA increase its ability to address local
environmental challenges in more effective, efficient, and sustainable ways.
Toxic Pollution Reduction
Community Action for a Renewed Environment (CARE): CARE is a competitive grant program that
offers an innovative way for a community to organize and take action to reduce toxic pollution in its
local environment. Through CARE, a community creates a partnership that implements solutions to
reduce releases of toxic pollutants and minimize people's exposure to them. By providing financial and
technical assistance, EPA helps CARE communities get on the path to a renewed environment.
Lead Grants: EPA awards grants aimed at reducing childhood lead poisoning in communities with older
housing through the National community‐based Lead Grant and the Targeted Lead Grant Programs. The
projects supported by these grant funds are an important part of EPA’s lead program to eliminate
childhood lead poisoning as a major public health concern.
Energy Conservation and Renewable and Clean Energy
Energy Efficiency at the State and Local Levels: The State and Local Climate and Energy Program
provides technical assistance, analytical tools, and outreach support to state, local, and tribal
governments. Specific assistance includes identifying and documenting cost‐effective policies and
initiatives – measuring and evaluating the benefits of clean energy initiatives; offering tools, guidance,
and outreach support; and fostering peer exchange opportunities. The program’s web site provides
state and local governments with information on energy efficiency and clean energy, including webcasts
on a variety of topics.
National Clean Diesel Campaign (NCDC): NCDC offers a comprehensive program to help fleet owners
clean up their diesel fleets. The campaign awards competitive grants through the Diesel Emissions
Reduction Act to public agencies, eligible nonprofits, and private entities, such as school bus
contractors, who partner with eligible entities. NCDC’s rigorous verification program evaluates the
performance and durability of retrofit technologies and provides a path to verification for emerging
technologies. The campaign’s innovative programs, such as Clean School USA, Clean Ports USA, and
Clean Construction USA, provide sector‐specific information, including case studies, technology options,
and publications. ND’s tools and resources include the web‐based Diesel Emissions Quantifier to help
evaluate the cost effectiveness of various retrofit options and the State and Local Toolkit to help design,
fund, and evaluate emission‐reduction programs/ In addition, ND supports regional private‐public
collaboratives whose members coordinate to implement a wide array of activities to reduce diesel
emissions.
SmartWay Transport Partnership: Under SmartWay, EPA provides web‐based analytical tools, technical
assistance, innovative financing options, air quality planning guidance, product and vehicle verification
and certification, and recognition incentives to help states and municipalities support cleaner goods
movement in their communities. SmartWay partners learn how to shrink their carbon footprints and
reduce emissions of air pollutants while saving fuel and expanding their businesses. SmartWay’s
innovative financial options can help trucking firms, municipal fleet managers, and owner‐operators
serving communities across the country overcome financial obstacles to cleaner, fuel‐saving vehicle
retrofits and upgrade. Cities can partner with EPA regional offices to recruit city‐based freight shippers
and carriers into the program, organize events or pilot tools/resources for the local business community,
use locomotive and truck idle reduction strategies to achieve clean air goals, and let businesses and
consumers know about lower polluting, fuel‐saving, SmartWay‐designated passenger vehicles and
commercial trucks.
Smart Growth
EPA’s Smart Growth Program offers case studies, research, tools, and publications to help communities
learn about and implement smart growth solutions to a wide range of development‐related challenges,
including transportation and parking, affordable housing, stormwater runoff, zoning codes, infill and
redevelopment, and many other issues.
Smart Growth Implementation Assistance (SGIA) Program: Through the SGIA program, EPA solicits
applications from state, local, regional, and tribal governments (and non‐profits that have partnered
with a governmental entity) that want to incorporate smart growth techniques into their future
development. Once selected, communities receive direct technical assistance from a team of national
experts in one of two areas: policy analysis (e.g., zoning codes, school siting guidelines, and
transportation policies) or public participatory processes (e.g., visioning, design workshops, alternatives
analysis). EPA tailors the assistance to the community's unique situation and priorities and provides the
contractor team. This is not a grant. Through a site visit and a report, the multidisciplinary teams help
the community achieve its goal of encouraging growth that fosters economic progress and
environmental protection. The SGIA Request for Applications is usually open in the first quarter of the
year.
Smart Growth Funding Resources: The Smart Growth Program occasionally offers competitive grants. It
has also compiled lists of federal, regional, and state resources for communities and non‐governmental
organizations that are seeking funding to address various aspects of smart growth.
Water Quality
In urban and suburban areas, much of the land surface is covered by buildings, pavement, and
compacted landscapes that do not allow rain and snowmelt to soak into the ground, which greatly
increases the volume and velocity of stormwater runoff. Upgrading water infrastructure and using green
infrastructure techniques can help improve stormwater management to better protect our nation's
drinking water and lakes, rivers, streams, and other water bodies.
State Revolving Loan Funds: The Clean Water State Revolving Fund (CWSRF) and Drinking Water State
Revolving Fund (DWSRF) Programs are federal/state partnerships designed to finance the cost of
infrastructure needed to achieve compliance with the Clean Water Act. Through the SRFs, states
maintain revolving loan funds to provide low‐cost financing for a wide range of water quality
infrastructure projects, such as traditional municipal wastewater treatment and collection systems,
nonpoint source program implementation projects, wetlands restoration, groundwater protection,
innovative stormwater runoff and estuary management projects, drinking water treatment and
conveyance systems, and source water protection. Funds to establish or capitalize the SRF programs are
provided through EPA grants to the states, along with state matching funds (equal to 20 percent of
federal government grants).
Green Infrastructure: Green infrastructure is an approach to wet weather management that is cost
effective, sustainable, and environmentally friendly. Green infrastructure management approaches and
technologies infiltrate, evaporate, transpire, capture, and reuse stormwater to maintain or restore
natural hydrology. Many of these approaches, including green roofs, rain gardens, green streets, and
other innovative stormwater management techniques, can also make neighborhoods safer, healthier,
and more attractive. EPA has compiled a list of funding resources to help communities fund green
infrastructure projects.
Asset Management: As communities undertake the task of renewing their water infrastructure systems,
EPA can offer a suite of practices and approaches to ensure that water infrastructure both supports
sustainable communities and can be supported by the communities it serves. One of the keys to
sustainable infrastructure is the practice of Asset Management (AM), which provides a platform for
making the best, most effective infrastructure investments. EPA offers AM training and a suite of tools
to promote adoption and improvement of AM implementation. Multisector AM integrates investments
in water, transportation, and housing infrastructure and is being promoted through a Memorandum of
Understanding between EPA and DOT.
Nonpoint Source Management Grants: Under Section 319 of the Clean Water Act, states receive grant
money to support a wide variety of activities to reduce nonpoint source pollution, including techniques
related to agriculture, urban runoff, forestry, and the physical modification of water bodies. States
directly implement projects as well as provide funds to organizations and local governments to carry out
projects that reduce nonpoint source pollution through best management practices, outreach and
education, and demonstration of new approaches to improve water quality. These grant monies may
not be used to fund activities currently required in a stormwater permit issued under the authority of
the Clean Water Act. Each state publishes an annual request for proposals.
NATIONAL PROGRAMS: OTHER
The Advisory Council on Historic Preservation (ACHP)
Historic Preservation Tax Credits. The recipients of the credits are owners of commercial, industrial,
agricultural, or rental residential properties. The Federal Government offers a variety of tax credits that
assist preservation projects, notably a credit that is available only for rehabilitation of income‐producing
historic properties. Under this historic preservation tax credit, property owners who rehabilitate historic
buildings for commercial, industrial, agricultural, or rental residential purposes can receive a tax credit
equal to 20 percent of the rehabilitation costs. The National Park Service must certify that the
rehabilitation work meets the Secretary of the Interior's Standards for Rehabilitation. Since the
inception of the tax credit in 1976, it has generated over $40 billion in historic preservation activity.
Foundations
Funders’ Network. Funders’ Network’s mission is, “to inspire, strengthen and expand funding and
philanthropic leadership that yield environmentally sustainable, socially equitable and economically
prosperous regions and communities.”
A list of member organizations, most but not necessarily all funding organizations, is available at the
website link below. This membership list should not be interpreted to imply the availability of grants.
Grantseekers should carefully review the criteria and requirements of any foundation prospect before
applying for a specific grant. http://www.fundersnetwork.org/connect
Enterprise Community Website
Enterprise is a national organization involved in affordable housing finance and community
investment, with the mission of bringing housing and opportunities to low‐income people.
Low‐Income Housing Tax Credit (LIHTC). The Low‐Income Housing Tax Credit (LIHTC) program was
originally enacted as part of the Tax Reform Act of 1986, to generate private capital investment to
support the development of new and rehabilitated affordable rental homes for low and very low‐income
families. The Housing Credit is administered mostly by the States, which allows them to adapt the
program to their unique housing needs under broad Federal guidelines.
U.S. Treasury Department‐certified Community Development Financial Institution (CDFI), the
Enterprise Community Loan Fund. The program is one of the largest nonprofit loan funds in the country
and is a member of the Opportunity Finance Network and a CARS rated CDFI.
STATE PROGRAMS
Local Government Commission
The Local Government Commission (LGC) is a nonprofit organization based in California “fostering
innovation in environmental sustainability, economic prosperity and social equity. The LGC is helping to
transform communities through inspiration, practical assistance and a network of visionary local elected
officials and other community leaders.” The LGC provides links to the following programs:
Efficiency Financing Program for Local Government, Hospitals, and Schools: California Energy
Commission. The California Energy Commission’s Energy Efficiency Financing Program provides
financing for schools, hospitals and local governments through low‐interest loans for feasibility studies
and the installation of energy‐efficiency measures. Approximately $40 million is available. Loans can
finance up to 100 percent of the cost of energy efficiency projects for schools, hospitals, cities, counties,
special districts, or public care institutions.
Savings by Design: California Public Utilities Commission. Savings by Design is a program to encourage
high‐performance nonresidential building design and construction within the service territories of PG&E,
SDG&E, Southern California Edison, or Southern California Gas. The program offers building owners and
their design team a wide range of services including design assistance, owner incentives, and design
team incentives. Owners and design team members are eligible to participate.
California State Treasurer
California Alternative Energy & Advanced Transportation Financing Authority. CAEATFA was
established to promote energy sources designed to reduce the degradation of the environment, and to
promote the development and commercialization of advanced transportation technologies. CAEATFA is
able to issue tax‐exempt and taxable bonds for projects that qualify. CAEATFA offers financing at lower
than conventional costs as the interest on the bonds is exempt from federal and state taxes. Applicants
should consult with legal counsel and financial consultants to determine if the tax‐exempt securities
option is the best for the project.
California Industrial Development Financing Advisory Commission (CIDFAC). CIDFAC operates
the State’s IDB and empowerment zone bond financing programs. CIDFAC issues tax‐exempt, industrial
development bonds (IDBs) intended for helping local communities grow their economies and provide
good‐paying jobs. Applicants for CIDFAC financing must meet certain eligibility, public benefit and other
requirements. Additionally, they must provide certain documentation concerning the proposed IDB
project and the project sponsor and user.
California Transportation Financing Authority (CTFA). CTFA issues, or approves the issuance of, revenue
bonds to finance transportation projects. The CTFA will review proposed projects to ensure they are
financially sound, and also has the ability to approve tolls as part of the financing plans to repay revenue
bonds. Through the CTFA, local transportation agencies will have greater ability to sell revenue bonds ‐‐
backed by non‐general fund monies ‐‐ in the municipal bond market. And the state will ensure that
projects and financing are consistent with state transportation policy objectives.
California Statewide Communities Development Authority (CSCDA)
The California Statewide Communities Development Authority (CSCDA) was created in 1988,
under California’s Joint Exercise of Powers Act, to provide California’s local governments with
an effective tool for the timely financing of community‐based public benefit projects.
Although cities, counties and special districts are able to issue their own debt obligations or
serve as a conduit issuer of private activity bonds that promote economic development and
provide critical community services, many local agencies find stand‐alone financings too costly
or lack the necessary resources or experience to facilitate the bond issuance and perform post‐
issuance activities for the term of the bonds. In response, CSCDA was created by and for local
governments in California, and is sponsored by the California State Association of Counties and
the League of California Cities.
New Markets Tax Credit Program
Created by the U.S. Federal Government in 2000 as part of the Community Renewal Tax Relief
Act, the New Markets Tax Credit (NMTC) program encourages investment in low‐income
communities. Through the NMTC Program, real estate projects or businesses in a low‐income
community are able to generate capital by providing investors – typically a bank or financial
institution — a tax credit as an additional incentive for capital investment. The authority to
determine how tax credits are allocated is granted to financial intermediaries called Community
Development Entities (CDEs). CDEs have been certified by the Community Development
Financial Institutions Fund (CDFI Fund) of the U.S. Department of the Treasury after completing
a rigorous application process and demonstrating their commitment and history of investing
capital into low‐income communities. CSCDC is a certified CDE. Certified CDEs compete annually
to receive awards under the NMTC.
Programs for Public Agencies
CaLEASE
This program offers tax‐exempt lease financing to public agencies for capital projects, and
equipment without the traditional expense or complexity of other finance mechanisms.
Statewide Community Infrastructure Program (SCIP)
SCIP allows participating local agencies to receive impact fees prior to development, while
property owners repay the tax‐exempt obligation over a thirty year bond term. SCIP may
eliminate the need for local agencies to negotiate deferral fee agreements.
Delinquent Property Tax Funding Program
This program enables cities and districts that do not participate in a county Teeter plan to sell
or assign their share of their county's delinquent 1% levy taxes to the CSCDA; and similarly
enables Community Facilities and Special Assessment Districts to sell or assign their
delinquencies to the CSCDA. This program could also be used by cities and districts that do
participate in a Teeter plan, but have some non‐Teetered special tax or fund delinquencies.
Energy Finance Programs
Sustainable Energy Bond Program
CSCDA and the Foundation for Renewable Energy and Environment are teaming together to
provide public agencies and nonprofit organizations throughout California with access to tax
exempt financing for critical sustainable energy investments. View the recorded
webinar or download the PDF presentation to learn more.
California First – Property Assessed Clean Energy Program
CaliforniaFIRST is a multi‐jurisdiction Property Assessed Clean Energy (PACE) program that
provides the size and standardization to catalyze an active, secure energy retrofit marketplace.
PACE is a financing tool that allows property owners to secure upfront funding for energy and
water‐saving improvements, which they repay through a voluntary contractual assessment lien
on their property tax bill. Please click here for more information about the program.
Programs for Private Firms
501(c)(3) Nonprofit
Qualified nonprofit organizations can access low‐cost, tax‐exempt bonds to finance or refinance
the acquisition, construction, installation, expansion or rehabilitation of land, buildings, and
equipment. A 501(c)(3) nonprofit organization can finance projects at a lower interest rate than
conventional financing because the interest paid to bondholders is exempt from federal (and in
some instances state) income taxes.
Housing Bonds
For‐profit and nonprofit developers can access tax‐exempt bonds for the financing of low‐
income multifamily and senior housing projects. The Bonds may be used to finance or refinance
the acquisition and rehabilitation of an existing project or for the construction of a new project,
provided the developer agrees to set aside all, or a portion, of the units in a project for
individuals and families of very low, low or moderate income.
IDBS / Manufacturing
Eligible manufacturers can access cost‐effective, tax‐exempt bond proceeds to acquire,
construct or rehabilitate manufacturing facilities that promote job creation and retention. Bond
proceeds may also be used for the acquisition of new equipment.
Exempt Facilities/Solid Waste
This program offers companies seeking cost‐effective, tax‐exempt capital to finance the
acquisition and rehabilitation, construction of, or the acquisition of new equipment for solid
waste and exempt facilities.
California Energy Commission
Energy Efficiency Financing. Projects with proven energy and/or demand cost savings are eligible.
Energy efficiency projects must be technically and economically feasible. Examples of projects include;
Lighting system upgrades, Pumps and motors, Streetlights and LED traffic signals, Energy management
systems and equipment controls, Building insulation, Energy generation including renewable and
combined heat and power projects, Heating, ventilation and air conditioning equipment, Water and
waste water treatment equipment, and Load shifting projects, such as thermal energy storage.
California Municipal Utility Association
Financing Authority for Resource Efficiency in California (FARECal)
Provides flexible, joint/pooled financing for energy efficiency, water conservation and water reclamation
projects to municipalities and local districts with publicly owned utilities.
California Department of Housing and Community Development
Note that some of these programs might also discussed under federal program information.
Golden State Acquisition Fund (GSAF) ‐ Affordable Housing Innovation Program (AHIP). The program
provides quick acquisition financing for the development or preservation of affordable housing. Loans
for developers, provided through a nonprofit fund manager and terms may not exceed 5 years.
Applicants must demonstrate local government support, the availability of leveraged funds,
organizational stability and capacity, and a track record of developing affordable housing.
CalHome Program. The program enables low and very‐low income households to become or remain
homeowners. Grants are provided to local public agencies and nonprofit developers to assist individual
households through deferred‐payment loans. Direct, forgivable loans can be used to assist development
projects involving multiple ownership units, including single‐family subdivisions. Grants to local public
agencies or nonprofit corporations can be used for first‐time homebuyer down payment assistance,
home rehabilitation, including manufactured homes not on permanent foundations, acquisition and
rehabilitation, homebuyer counseling, self‐help mortgage assistance programs, or technical assistance
for self‐help homeownership. All funds to individual homeowners will be in the form of loans: Loans for
real property acquisition, site development, predevelopment, construction period expenses of
homeownership development projects, or permanent financing for mutual housing and cooperative
developments. Project loans to developers may be forgiven as developers make deferred payment loans
to individual homeowners. Assistance to individual households will be in the form of deferred‐payment
loans, payable on sale or transfer of the homes, or when they cease to be owner‐occupied, or at
maturity.
Governor's Homeless Initiative. The Governor’s Homeless Initiative is an interagency effort aimed at
reducing homelessness. It includes the funding program described here, the creation of a State
interagency coordinating council, and the purchase by CalHFA of $10 million in existing loans for
supportive housing projects, freeing up funds for new loans. The funding program component of the
Governor’s Homeless Initiative assists with the development of permanent supportive housing for
persons with severe mental illness who are chronically homeless. It is a joint project of the Department
of Housing and Community Development (HCD), the California Housing Finance Agency (CalHFA), and
the Department of Mental Health (DMH). Loan terms are 55 years for the permanent MHP loans, up to
three years for the CalHFA bridge loan, and up to 30 years for CalHFA permanent loans. Eligible uses
include new construction, rehabilitation, or acquisition and rehabilitation of permanent rental housing,
and the conversion of nonresidential structures to rental housing.
HOME Investment Partnerships Program (HOME). The program assists cities, counties and nonprofit
community housing development organizations (CHDOs) to create and retain affordable housing. Grants
are provided to cities and counties; low‐interest loans to state‐certified CHDOs operating in state‐
eligible jurisdictions. Most assistance is in the form of loans by city and county recipients to project
developers, to be repaid to local HOME accounts for reuse. Eligible recipients include cities and counties
that do not receive HOME funds directly from the federal Department of Housing and Urban
Development (HUD), and current state‐certified nonprofit Community Housing Development
Organizations (CHDOs) proposing activities in eligible communities.
Housing‐Related Parks Program. The goal of the program is to increase the overall supply of housing
affordable to lower income households by providing financial incentives to cities and counties with
documented housing starts for newly constructed units affordable to very low or low‐income
households. Grants are provided for creation of new parks or rehabilitation or improvements to existing
parks. Grant amounts are based on the numbers of bedrooms in newly constructed rental and
ownership units restricted for very low and low‐income households. A city, county, or city and county
that receives funds may subcontract through a recreation and park district or nonprofit organization
that has among its purposes the conservation of natural or cultural resources.
Infill Infrastructure Grant Program (IIG). The grant program assists in the new construction and
rehabilitation of infrastructure that supports higher‐density affordable and mixed‐income housing in
locations designated as infill. The minimum/maximum grant amounts for Qualifying Infill Projects:
$500,000/$4 million ($250,000 minimum for Rural Areas). New construction, rehabilitation, and
acquisition of infrastructure are required as a condition of or approved in connection with approval of
Qualifying Infill Projects. Eligible applicants include non‐profit and for profit developers and as a joint
applicant with the developer, a locality or public housing authority.
Multifamily Housing Program (MHP). The program aims to assist the new construction, rehabilitation
and preservation of permanent and transitional rental housing for lower income households. These
loans are deferred payment loans with 55‐year terms. The interest rate is three percent simple interest
on unpaid principal balance. Eligible activities include new construction, rehabilitation, or acquisition
and rehabilitation of permanent or transitional rental housing, and the conversion of nonresidential
structures to rental housing. MHP funds will be provided for post‐construction permanent financing
only. Eligible costs include the cost of child care, after‐school care and social service facilities integrally
linked to the assisted housing units; real property acquisition; refinancing to retain affordable rents;
necessary onsite and offsite improvements; reasonable fees and consulting costs; and capitalized
reserves.
Predevelopment Loan Program (PDLP). The program provides predevelopment capital to finance the
start of low income housing projects. These are short‐term loans with three percent simple annual
interest loans for up to two years. Maximum loan amount for purposes other than site option or site
purchase is $100,000. Predevelopment costs can apply to projects to construct, rehabilitate, convert or
preserve assisted housing, including manufactured housing and mobile home parks. Eligible costs
include, but are not limited to, site control, site acquisition for future low‐income housing development,
engineering studies, architectural plans, application fees, legal services, permits, bonding and site
preparation.
Transit Oriented Development (TOD) Housing Program. Under the program, low‐interest loans are
available as gap financing for rental housing developments that include affordable units, and as
mortgage assistance for homeownership developments. In addition, grants are available to cities,
counties, and transit agencies for infrastructure improvements necessary for the development of
specified housing developments, or to facilitate connections between these developments and the
transit station. Loans can be used for the development and construction of housing development
projects within one‐quarter mile of a transit station. Grants can be used for the provision of
infrastructure necessary for the development of higher density uses within one‐quarter mile of a transit
station.
CA DOT
Note that some of these programs might also be discussed under federal program information.
Partnership Planning for Sustainable Transportation. The Partnership Planning for Sustainable
Transportation grant program is funded by the Federal Highway Administration (State Planning and
Research, Part I). The Federal Highway Administration has authorized Caltrans to distribute these grant
funds. The objective of the Partnership Planning for Sustainable Transportation Program is to encourage
or strengthen multi‐agency and/or government‐to‐government partnerships. The projects must have a
statewide and/or regional benefit and may include partnering with local agencies to develop plans that
align with SB 375 SCS implementation. The anticipated benefits of the project must ultimately result in
improvements to the statewide or regional transportation system.
Transit Planning. The Transit Planning Grant Program is funded by the Federal Transit Administration
(Section 5304). The Federal Transit Administration has authorized Caltrans to distribute these grant
funds. Funding distribution will depend on the quality and amount of applications for each Transit
Planning program.
Transit Planning for Sustainable Communities. The objective of the Transit Planning for Sustainable
Communities Grant Program is to address transit planning issues of statewide or regional significance.
The proposed planning studies are intended to improve transit services and to facilitate congestion relief
by offering a sustainable alternative to the single occupant vehicle.
Environmental Justice and Community‐based Transportation Planning Grants Program
The Environmental Justice (EJ) and Community‐Based Transportation Planning (CBTP) grant programs
promote a balanced, comprehensive, and multi‐modal transportation system. These are discretionary
programs that provide key methods by which many California communities plan for closer connection
between transportation and land use. Caltrans provides these planning grant funds to metropolitan
planning organizations and regional transportation planning agencies, cities and counties, transit
agencies, and Native American tribal governments. EJ and CBTP final products are expected to help
leverage funds from other program sources that will forward future project activities. Completed EJ and
CBTP products often contribute to positive local planning practice by influencing and integrating final
products into the local and regional plans.
Environmental Justice
The Environmental Justice (EJ) grant program promotes the involvement of low‐income and minority
communities, and Native American tribal governments in the planning for transportation projects. EJ
grants have a clear focus on transportation and community development issues to prevent or mitigate
disproportionate, negative impacts while improving mobility, access, safety, and opportunities for
affordable housing an economic development.
Community‐Based Transportation Planning
The Community‐Based Transportation Planning (CBTP) grant program promotes transportation and land
use planning projects that encourage community involvement and partnership. These grants include
community and key stakeholder input, collaboration, and consensus building through an active public
engagement process. CBTP grants support livable and sustainable community concepts with a
transportation or mobility objective to promote community identity and quality of life. Each grant
displays a transportation and/or land use benefit. CBTP grants are approached in many different ways
with innovative ideas and opportunities for public participation.
California Pollution Control Financing Authority
The California Pollution Control Financing Authority (CPCFA) provides financial assistance in a variety of
forms, including tax exempt bonds for qualifying waste and recycling facilities, grants and loans to clean
up contaminated lands, small business loan assistance and tax exempt bonds for certain industrial
facilities.
Tax‐Exempt Waste/Recycling Bonds. CPCFA provides tax‐exempt bond financing for pollution control
projects. Their Tax‐Exempt Bond Financing Program gives California businesses help with acquisition or
construction of qualified pollution control, waste disposal, or recycling facilities, and the acquisition and
installation of new equipment. Typically, tax‐exempt bond issues exceed $2.5 million.
The Pollution Control Tax‐Exempt Bond Financing Program provides private activity tax‐exempt bond
financing to California businesses for the acquisition, construction, or installation of qualified pollution
control, waste disposal, waste recovery facilities, and the acquisition and installation of new equipment.
Financing is performed in conjunction with allocation from the California Debt Limit Allocation
Committee (CDLAC). The allocation is required by federal tax law for private activity tax‐exempt bonds
to be issued. Tax‐exempt bond financing provides qualified borrowers with lower interest costs than are
available through conventional financing mechanisms.
Eligible Facilities. The following types of projects are eligible for financing:
Large Business: Provides financing to California business, irrespective of company size,
for the acquisition, construction or installation or qualified pollution control, waste
disposal, and resource recovery facilities
Small Business: Provides financing to California businesses that meet the size
standards set forth in Title 13 of the Code of Federal Regulations or are an eligible
small business, which is defined as 500 employees or less, including affiliates, for the
acquisition, construction or installation of qualified pollution control, waste disposal,
and resource recovery facilities.
Small Business Assistance Fund (SBAF). CPCFA uses its SBAF to help pay for the costs of issuance of tax‐
exempt bonds issued on behalf of small businesses. The SBAF may be used to pay for costs such as letter
of credit fees, transaction fees and other costs associated with the issuance of bonds. This assistance
reduces the net cost of financing to the small business.
Brownfields Assessment and Redevelopment. CPCFA is administering a new $60 million program to
provide grants or loans for the cleanup of contaminated property that results in housing. Loans and
grants of between $50,000 and $5 million are available. The California Recycle Underutilized Sites
(CALReUSE) Program also has loan money available for site assessments.
Small Business Loans. The California Capital Access Program (CalCAP) helps small‐business borrowers
obtain loans through participating financial institutions. CalCAP contributes to the loan loss reserves of a
financial institution, thereby allowing the lender to provide loans to business which might otherwise not
be able to obtain financing. While the requirements of the participating lenders can vary, the maximum
size of a CalCAP loan is $2.5 million. There is no minimum size and some lenders are providing loans as
low as $500. Loans enrolled in the Air Resources Board (ARB) On‐Road Heavy‐Duty Vehicle Program can
be used to finance heavy‐duty trucks and buses and retrofits. CalCAP together with the California Air
Resources Board may provide up to 100% coverage on certain loan defaults. Eligible businesses in
the Proposition 1B Loan Assistance Program are those that have received an invitation letter from the
Air Resources Board stating that the equipment owner is eligible to receive grant money to purchase a
newer, compliant vehicle.
Industrial Development Bonds. CPCFA provides tax‐exempt Industrial Development Bonds for qualified
manufacturing and processing companies. CPCFA Industrial Development Bonds that meet statutory and
regulatory requirements can be used for a variety of pollution control, solid waste and recycling
facilities. Generally, Industrial Development Bonds are issued for projects costing at least $1 million up
to a maximum of $10 million. More information on these types of bonds can be found at the California
Industrial Development Financing Advisory Commission.
California Department of Resources Recycling and Recovery (CalRecycle). The California Department of
Resources Recycling and Recovery (CalRecycle) offers funding opportunities authorized by legislation to
assist public and private entities in the safe and effective management of the waste stream. To access
detailed information about grant, payment, and loan programs currently offered by CalRecycle, use the
list below. Applicants can apply online for many of CalRecycle's grant programs by using the Grants
Management System Web (GMSWeb). These grants generally target specific elements of the waste
stream, such as beverage containers. Payment programs include:
Used Oil Payment Program (OPP)
Beverage Container City/County Payment Program
Loan program include
Recycling Market Development Zone (RMDZ) Loans
Provides direct loans to businesses that use postconsumer or secondary waste materials to
manufacture new products, or that undertake projects to reduce the waste resulting from
the manufacture of a product.
Proposed Greenhouse Gas Reduction Revolving Loans
Provides loans to promote in‐state development of infrastructure to process California‐
generated organics and other recyclable materials into new value‐added products.
I‐Bank
Programs
Infrastructure State Revolving Fund Program. The Infrastructure State Revolving Fund (ISRF) Program
provides low‐cost financing to public agencies for a wide variety of infrastructure projects. ISRF Program
funding is available in amounts ranging from $50,000 to $25,000,000, with terms of up to 30 years.
Interest rates are fixed for the term of the financing. Eligible project categories include city streets,
county highways, state highways, drainage, water supply and flood control, educational facilities,
environmental mitigation measures, parks and recreational facilities, port facilities, public transit,
sewage collection and treatment, solid waste collection and disposal, water treatment and distribution,
defense conversion, public safety facilities, and power and communications facilities.
501(c)(3) Revenue Bond Program. The 501(c)(3) Revenue Bond Program provides tax‐exempt financing
to eligible nonprofit public benefit corporations for the acquisition and/or improvement of facilities and
capital assets. Typical borrowers include cultural, charitable and recreational organizations, research
institutes and other types of organizations that provide public benefits.
Industrial Development Revenue Bond Program. The Industrial Development Revenue Bond (IDB)
Program provides tax‐exempt financing up to $10 million for qualified manufacturing and processing
companies for the construction or acquisition of facilities and equipment. IDBs allow private companies
to borrow at low interest rates normally reserved for state and local governmental entities.
Exempt Facility Revenue Bond Program. The Exempt Facility Revenue Bond Program provides tax‐
exempt financing for projects that are government‐owned or consist of private improvements within
publicly‐owned facilities, such as private airline improvements at publicly‐owned airports.
Small Business Loan Guarantee Program. Provides repayment guarantees to lenders of loans to small
businesses having difficulty securing financing on their own. The guarantees are issued by non‐profit
Financial Development Corporations. The Financial Development Corporations partner with community
banks to help small business owners finance their plans including expanding operations, purchasing new
equipment and infusing businesses with working capital. Guarantees may also be issued on loans for
start‐up costs.
REGIONAL PROGRAMS
Southern California Association of Governments (SCAG)
As a member of the Southern California Association of Governments (SCAG), the City has access to
SCAG’s assistance in locating and securing grant funding from federal and state agencies. For example,
SCAG’s programs include the CA Smart Growth Infrastructure Funding & Financing,1 which according to
SCAG is “designed to assist cities to identify funding and financing opportunities and potential
partnerships for public infrastructure improvements for transit‐oriented development and other smart
growth projects. The [program] site defines available funding sources and financing tools, each linked to
one or more case studies of recent smart growth improvement projects in California and across the
country.”
LOCAL PROGRAMS
Special and “Add‐On” Taxes
The use of special and “add‐on” taxes by cities and counties in California is restricted by Proposition 218
(passed by California voters in 1996) and its predecessors, Proposition 13 (1978) and Proposition 62
(1982). Based on these Propositions, the California State Constitution provides clear standards for
locally‐imposed general and special taxes. In particular, the required voter approval thresholds for
different types of local taxes are as follows:
General tax – majority
Special tax – 2/3 supermajority
Parcel tax – 2/3 supermajority
General obligation bond – 2/3 supermajority
Note that any “special tax” requires the approval of two‐thirds of voters. A special tax is defined as any
tax earmarked for a specific purpose. The State Legislature is currently considering several potential
ballot measures which would allow California voters to reduce the voter approval threshold for special
taxes from the current two‐thirds to a less‐restrictive 55%. This change would significantly enhance the
likelihood of gaining voter approval of special taxes (since recent elections have shown that unsuccessful
1 http://iff.scag.ca.gov/Pages/Home.aspx
special tax initiatives often narrowly fail to gain the needed 2/3 vote). Some of the ballot measures
under consideration would make this change only for specific categories of special taxes (e.g., taxes
focused on transportation improvements), but the broadest measure under consideration (SCA 11)
would change the required threshold for all special tax initiatives. It is presently not possible to predict
the timing and outcome of any of these potential ballot measures.
Business Improvement Districts
In California, there are two separate laws that authorize the formation of a Business Improvement
District:
The Parking and Business Improvement Area Law of 1989 (Streets & Highways Code
§36500 et seq.).
Property and Business Improvement District Law of 1994 (Streets & Highways Code
§36600 et seq.)
Both laws enable a city, county, or joint powers authority (made up of cities and/or counties only) to
establish a BID and levy annual assessments on businesses within its boundaries. Improvements which
may be financed include parking facilities, parks, fountains, benches, trash receptacles, street lighting,
and decorations. Services that may be financed include promotion of public events, furnishing music in
public places and promotion of tourism. In addition to the above, the 1994 Act also allows financing of
streets, rehabilitation or removal of existing structures, and security facilities and equipment. The 1989
Act allows financing of marketing and economic development, and various supplemental municipal
services such as security and sanitation. Neither law allows bonds to be issued by the BIDs.
Special Benefit Assessments
Below is a list of California’s more commonly used benefit assessment laws:
Benefit Assessment Act of 1982 (Government Code §54703 et seq.). This act lets cities,
counties, and special districts finance a variety of improvements.
Community Rehabilitation District Law of 1985 (Government Code §53370 et seq.). Cities
and counties can fund the renovation and repair (but not the maintenance) of an existing
structure.
Fire Suppression assessments (Government Code §50078 et seq.). Cities, counties, and
special districts can charge assessments to purchase and maintain fire‐fighting equipment
and to pay related salaries.
Geologic Hazard Abatement District assessments (Public Resources Code §26500 et seq.).
Cities and counties can assess property to prevent, mitigate, and abate geologic hazards
such as landslides and bluff failures by acquiring property, preparing reports, and
performing structural repairs.
Habitat Maintenance Districts (Government Code §50060 et seq.). Cities and counties can
levy assessments for long‐term natural habitat maintenance in accordance with plans
approved by the State Department of Fish and Game.
Improvement Act of 1911 (Streets and Highways Code §5000 et seq.). The 1911 Act allows
local officials to fund transportation systems, street paving, grading, sidewalks, parks,
recreation areas, sewers, drainage systems, fire protection, flood control systems, water
systems, and “other necessary improvements.”
Improvement Bond Act of 1915 (Streets and Highways Code §8500 et seq.). The 1915 Act
does not authorize assessments. Instead, it lets cities, counties, and “public” districts that
use other assessment acts to issue assessment bonds and bond anticipation notes.
Landscaping and Lighting Act of 1972. The Landscaping and Lighting Act of 1972 created a
flexible tool used by local government agencies to pay for landscaping, lighting and other
improvements and services in public areas. As a form of benefit assessment, it is based on
the concept of assessing only those properties that benefit from improvements financed,
either directly, or indirectly through increased property values. Because it is considered a
benefit assessment, a 1972 Act assessment is not subject to Proposition 13 limitations.
Multifamily Improvement District Law (Streets and Highways Code §36700 et seq.).
Multifamily Improvement Districts can finance specific activities and improvements like
landscape maintenance and the construction of sidewalks.
Municipal Improvement Act of 1913 (Streets and Highways Code §10000 et seq.). The 1913
Act lets cities, counties, and special districts levy benefit assessments for everything
included in the 1911 Act, plus water works, power facilities, and public transit facilities.
Municipal Lighting Maintenance District Act of 1927 (Streets and Highways Code §18600 et
seq.). This act allows cities and counties to levy assessments to maintain and operate (but
not install) street lights.
Open Space Maintenance Act (Government Code §50575 et seq.). Cities and counties can
assess land to maintain, improve, and protect open spaces by removing fire hazards,
planting trees and shrubs, and acquiring fire prevention equipment.
Park and Playground Act of 1909 (Government Code §38000 et seq.). This act lets cities pay
for public parks, urban open space land, playgrounds, and library facilities.
Parking and Business Improvement Area Law of 1989 (Streets and Highways Code §36500
et seq.). This act lets cities and counties fund parking facilities, public decorations, and the
promotion of public events and business activities.
Parking District Law of 1951 (Streets and Highways Code §35100 et seq.). This act lets cities
install and maintain parking meters, purchase land, and issue bonds.
Pedestrian Mall Law of 1960 (Streets and Highways Code §11000 et seq.). This act lets cities
and counties establish pedestrian malls.
Property and Business Improvement District Law of 1994 (Streets and Highways Code
§36600 et seq.). Allows cities and counties to assess businesses and property owners to
promote tourism, build parking lots and fountains, provide security, and finance other
facilities and services.
Street Lighting Act of 1919 (Streets and Highways Code §18000 et seq.). This act allows
cities to assess for the operation and maintenance of streetlights.
Street Lighting Act of 1931 (Streets and Highways Code §18300 et seq.). This act lets cities
levy assessments to maintain and operate (but not install) street lights.
Tree Planting Act of 1931 (Streets and Highways Code §22000 et seq.). This act lets cities
levy frontage‐based assessments to plant and maintain trees along city streets.
Vehicle Parking District Law of 1943 (Streets and Highways Code §31500 et seq.). This act
lets cities and counties purchase land for parking structures, construct and maintain parking
lots, and pay for related planning.
Other City Funding Mechanisms
City General Fund. The City’s General Fund is primarily used to support ongoing City operations and
services, including general government operations, public safety and community services. It is not
uncommon for cities that are seeking to improve their community to commit a certain amount of the
General Fund to the effort over a period of years, especially when improvements and ongoing projects
or programs can be shown to have general community‐wide benefits.
General Obligation Bonds (G.O. Bonds). G.O. Bonds may be used to acquire, construct, and improve
public capital facilities and real property; however, they may not be used to finance equipment
purchases, or pay for operations and maintenance. G.O. Bonds must be approved by two‐thirds of the
voters throughout the issuer’s jurisdiction in advance of their issuance and typically require the issuing
jurisdiction to levy a property tax on all taxable properties dedicated to repaying the debt.
Parking fees. The use of parking fees to finance the construction and maintenance of parking facilities
has been used successfully in revitalization efforts. Parking revenues can also be used to fund or
subsidize physical improvements and services, including security, enhanced landscaping and lighting,
valet parking programs, shuttle services, and bike facilities. However, overreliance on this source of
revenue has also led to serious financial stress on parking facilities where is the paid use does not match
projections.
Other City Options for Development Support
Local incentives. Incentives can be thought of as “reverse financing,” in the sense that providing a
savings to a prospective investor allows them to come into an area that they would otherwise not be
able to afford. The use of the incentive is of course based on the proposition that the recipient creates
benefits to an area or a community that exceed the incentive’s cost.
One category of local incentives that has received considerable attention in Southern California is
Regulatory Relief, which typically includes one or more of the following elements:
Expediting the permitting process for conditional use permits and building permits.
Reducing the land‐use categories for which conditional use permits are required.
Reviewing impact fees for amounts, development nexus, and allocations among land uses.
Some cities have gone as far as setting up dedicated pages on the city’s website, and encouraging
business owners and community members to call a “hotline” phone number to contribute additional
ideas on streamlining local regulations.
Donors. Project donations can occur through a variety of channels, including grants from private
foundations (see Foundations portion of this funding section), corporate donations or sponsorships, and
contributions from individuals or businesses. Some of the proposed Plan improvements may lend
themselves to a public campaign for donor gifts. Donor programs have been used very successfully in
many cities to provide funds for streetscape and community design elements for items such as benches,
trash receptacles, street trees, street tree grates, public art elements, and information kiosks. Donors
could be acknowledged with appropriate plaques of other elements.
City of Azusa | TOD Specific Plan
May 2018
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