Irwindale Report-For Professor Shensss

METRO GOLD LINE IRWINDALE STATION PLAN
I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 3
T
o the year of 2035, Irwindale
Station will be developed into an
all-week-around destination station,
with well-served commercial and parking
facilities, diverse and convenient transit
linkage, and designed biking/pedestrian-
friendly environment, serving employ-
ment commuters, biking enthusiasts,
and travelers in the San Gabriel Valley
area, and also local residents living in
Irwindale and nearby cities.
This report could not have been developed without the insight and knowledge of the
many transportation professionals, public administrators, and local business owners the
Irwindale Station Transportation Planning Studio team worked with over the semester. We
would especially like to thank Professor Eric Shen for support, instruction, and guidance
in developing this report. In particular, we would like to thank the following individuals:
Ms. Lisa Levy Buch
Director of Public Afairs
Metro Gold Line Foothill Extension Construction Authority
Ms. Eva Carreon
Director of Finance and City Treasurer
City of Irwindale
Ms. Cathi Cole
Former Transit Manager
City of Pasadena, Department of Transportation
Ms. Paula Kelly
Senior Planner
City of Irwindale
Mr. Frances Kuhn
Senior Facilities Manager
WorleyParsons
Ms. Tanya Patsaouras
Station Coordinator
Metro Gold Line Foothill Extension Construction Authority
Mr. Gustavo Romo
Director of Community Development
City of Irwindale
Mr. Philbert Wong
Transportation Planner IV
Los Angeles County Metropolitan Transportation Authority
Acknowl edgements
EXECUTIVE SUMMARY
PART I: INTRODUCTION AND ANALYSIS OF THE IRWINDALE GOLD LINE STATION AREA
1. PROJECT BACKGROUND
2. INTRODUCTION TO IRWINDALE
3. DEMOGRAPHICS AND SOCIOECONOMICS
10

11

13
1.1 METRO GOLD LINE FOOTHILL EXTENSION 13
1.2 VISION FOR IRWINDALE GOLD LINE STATION 15
1.2.1 CONTEXT AND PURPOSE OF REPORT 15
1.2.2 CONTEXT OF VISION 15
17
2.1 REGIONAL HISTORY AND POLITICS 17
2.2 IRWINDALE HISTORY AND POLITICS 18
20
3.1 BACKGROUND 20
3.2 EXISTING CONDITIONS 22
3.2.1 POPULATION GROWTH 22
3.2.2 POPULATION FLOW 23
3.2.3 POPULATION OUTFLOW 23
3.2.4 POPULATION INFLOW 24
3.2.5 HOUSING 25
3.2.6 INDUSTRIES SUMMARY 25
3.3 EVALUATION AND ANAYLYSIS 26
3.3.1 ECONOMIC EVALUATION 26
3.3.2 COMPANIES AND EMPLOYEES AROUND THE
IRWINDALE STATION 28

INDIVIDUAL OFFER 23
WEBDESIGN PROJECT - CONTACT 24
WEBDESIGN PROJECT - SUMMARY 25
ADVERTISEMENT 26
GOALS 28
ADVERTISING DISPLAY 29
SOCIAL MEDIA PLAN 30
CONTRACT 31
TERMS & CONDITIONS 32
COPYRIGHT AND LICENSES 34
Tabl e of Contents
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30
4.1 BACKGROUND 30
4.1.1 POLICIES AND REGULATORY SETTING 32
4.2.1 EXISTING LAND USE DISTRIBUTION AT
CITY LEVEL 36
4.2.2 EXISTING LAND USE AROUND
IRWINDALE STATION 39
4.3 EVALUATION AND ANALYSIS 45
4.3.1 CHALLENGES OF TOD AROUND THE
STATION AREA 46
4.3.2 OPPORTUNITIES FOR TOD AROUND THE
STATION AREA 47
50
5.1 BACKGROUND 50
5.1.1 POLICY REVIEW 51
5.2.1 CIRCULATION 52
5.2.2 LOCAL TRANSIT SERVICE 53
5.2.3 BICYCLES AND PEDESTRIAN ENVIRONMENT 54
5.3 FUTURE STATION CONDITIONS 56
5.3.1 STATION SELECTION 56
5.3.2 STATION ALIGNMENTS 57
5.3.3 STATION PLATFORM 57
5.3.4 FUTURE PLANS FOR BUS INTERFACE 58
5.3.5 BICYCYCLES AND PEDESTRIAN ENVIRONMENT 59
5.4 EVALUATION AND ANALYSIS 59
5.4.1 BICYCLES AND PEDESTRIAN ENVIRONMENT 59
5.4.2 LOCAL TRANSIT INTERFACE 60
5.5 STATION AREA ART 62
5.6 PARKING 62
5.6.1 PARKING AND LAND USE 64
5.7 PARKING MANAGEMENT 65
5.7.1 CITY OF IRWINDALE 65
5.7.2 PARKING MANAGEMENT 65
parking management (best practices) 66
69

70
6.1 NO FURTHER ACTION 71
6.1.2 SUMMARY OF POLICIES 71
6.1.3 BENEFITS 72
6.1.4 RISKS 72
6.1.5 CONCLUSION 73
6.2 COMMUTER STATION 74
6.2.1 GOALS AND OBJECTIVES 74
6.2.3 CONTEXT OF RECOMMENDATION 76
6.2.4 POLICIES AND PROGRAMS 76
6.2.5 CONCLUSION 80
6.3 DESTINATION/RECREATION ORIENTED STATION 81
6.3.3 CONTEXT OF RECOMMENDATION 82
6.3.5 CONCLUSION 91
6.4 COMMUTER STATION & DESTINATION 92
6.4.3 CONTEXT OF COMBINATION STRATEGY 93
6.4.5 CONCLUSION 96
6.5 FUNDING 97

99
7.1 JUSTIFICATION 100
7.2 SUMMARY OF RECOMMENDATIONS 101
7.3 SUMMARY OF FUNDING STRATEGIES 102
103

4. LAND USE AND ENVIRONMENT
5. MOBILITY AND INFRASTRUCTURE
PART II: DEVELOPMENT SCENARIOS AND RECOMMENDATIONS
6. DEVELOPMENT SCENARIOS
7. FINAL RECOMMENDATION
APPENDIX: AUTHOR BIOGRAPHIES
Priscilla Appiah is a Master of Planning student concentrating on Transportation
and Infrastructure Planning in addition to pursuing the Graduate Certifcate in Transportation
Systems at the USC Sol Price School of Public Policy and will graduate in May of 2014. Prior to
USC, she graduated from the Kwame Nkrumah University of Science and Technology, Ghana,
with an undergraduate degree in Development Planning. She currently interns at the Local
Programming Department of the Los Angeles Metropolitan Transportation Authority assisting
in the National Transit Database (NTD) program and Transportation Development Act (TDA)
funding programs. Besides, she is also a Research Assistant at the USC Sol Price School of public
policy since Fall 2012. Specifcally, she is interested in trafc impact assessment and transporta-
tion management models, Transit Oriented Development, Complete Streets, parking
management, port planning and operations and transportation funding.
Sean Inkel aar-Cruz is a Master of Planning student, with a concentration in
Sustainable Land Use Policy and will graduate in December of 2014. He holds an undergraduate
degree also from USC in Public Policy, Planning, and Development. He currently works for the
Los Angeles County Metropolitan Transportation Authority (Metro) as an Entry Level Trainee
assisting with Highway Operations and recently Congestion Reduction. Sean is also combat
Veteran and a current member of the California Army National Guard with a total military
service of over 13 years of time. He is interested in working with Public or Private Agencies
with particular focus on newest technologies and practices in use within the transportation
planning profession that will help to keep.
Weining Liang is a Master of Planning student concentrating on Transportation and
Infrastructure Planning at the USC Sol Price School of Public Policy and will graduate in May
of 2014. Ms Liang received her Bachelors degree in Southern China Normal University, with a
major in Urban & Rural Planning and Resource Management. She gained a robust knowledge in
city and the environment during her undergraduate study, which defnes her extreme passion
for urban planning. Weining interned at the Innovation Center of Energy and Transportation
(iCET) set up to improve the US-China collaboration in clean tech products. Experiences from
iCET have exposed her to a lot of frontier information in transportation, such as new energy
vehicles and electric vehicles.
Ji e Mi ao is a Master of Planning student at the USC Sol Price School of Public Policy,
concentrating on Sustainable Land Use Planning and will graduate in May of 2014. Jie previ-
ously obtained her Bachelor and Masters degree of Engineering in Urban Planning at Tongji
University, Shanghai. She is also a National Certifed Urban Planner in China with almost two
years of planning experience in the land use planning and urban design. Currently, Jie is a
planning intern at SCAG, serving at the Research and Analysis Department in Land Use and
Environmental Planning Division. At SCAG, she is involved in the SCAG Data/Map Book for the
development of 2016-2040 Regional Transportation Plan/Sustainable Communities Strategy
project. She considers herself as a self-motivated, passionate planning practitioner and she is
interested in the felds of sustainability, mixed-use, TOD, urban design, and working to promote
smart growth and sustainable development via local cooperation at regional level.
Elenna Salcido is a Master of Planning student with a concentration in Transporta-
tion and Infrastructure at the USC Sol Price School of Public Policy and will graduate in May of
2014. She graduated with honors from University of California, Riverside with a Bachelor of Arts
in Political Science in 2012. Her professional experience in transportation and planning includes
two terms as an intern with the South Coast AQMD working in air quality planning and municipal
energy policies and work with the City of Los Angeles Department of Transportation, where
she gained experience in capital projects and feld engineering. She is currently an intern for
the Transportation Planning Division of the Port of Long Beach, where she does work relating
to trafc management and technical transportation studies. Elenna was particularly driven to
work in transportation planning because of a long-standing interest in the mass movement of
Yuan Shao is pursuing the Master of Planning degree at the USC Sol Price School of Public
Policy, with a concentration in Transportation and Infrastructure Planning and will graduate in
May of 2014. Currently Yuan Shao serves as an intern at the Modeling and Forecasting Depart-
ment of Southern California Association of Governments, assisting coordinating One-on-One
meetings with local jurisdictions for Socio-economic Development data analysis from local
input and GIS modeling. Yuan Shao received her Bachelors degree in Architecture at Tsinghua
University in Beijing in July 2011. After graduation, she worked in Tsinghua Urban Planning
Institute for one year and participated in several kinds of projects like Strategic Plan, Master Plan
and Urban Design. She is highly interested in transportation planning especially non-motorized
trafc system, urban design and data analysis using statistical methods.
Syl vi a Smi l th is a dual degree student of the Master of Planning at the USC Sol
Price School of Public Policy and Master of Social Work at the USC School of Social Work with a
concentration in Community Organization, Planning and Administration, and will graduate in
May of 2015. Currently, Ms Smith currently interns at the Human Services Division City of Santa
Monica. She received a Bachelors degree in African American Studies with a minor in Women
Studies from the University of California, Irvine. Prior to graduate school at USC, her academic
and work career as a research on various health and community projects, director of a pilot health
program, Workforce Investment Act youth case manager, and therapeutic arts instructor have
encouraged her interest in feld study analysis, program development, and urban consulting.
At USC Sylvia ventures to become well versed in modalities, frameworks, policies, and best
practice models that concern community programming, development, planning, and evaluation
while maintaining the ability to think creatively and adapt to the ever-changing environment.
Jueyu Wang is a Master of Planning student a USC Sol Price School of Public Policy,
with a concentration in Transportation and Infrastructure Planning, and will graduate in May
of 2014. She obtained her Bachelor of Science degree in Geography from East China Normal
University in 2012. Ms. Wang currently serves as an intern for the Modeling and Forecasting of
Department in the Southern California Associations of Governments, assisting in developing
2016 RTP/SCS. Prior to graduate school, Ms. Wang participated in several planning and research
project in China, which has diverse focus including regional economic development, urban
spatial structure analysis, travel behavior and real estate. Ms. Wang professional interests
include transportation and land use interaction, travel demand management policy, impacts of
mega transportation infrastructure on economic development and international infrastructure
planning and development. After graduation, Ms. Wang want to continue pursue a doctoral
program in Urban Planning and transportation concepts under the context of China.
Contr i buti ng Author s
1 0 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 1 1
Part I:
Introduction and Analysis of the Irwindale
Gold Line Station Area
Executi ve Summar y
This report draws from the Metro Gold Line Light Rail Service: Foothill Extension report devel-
oped by the USC Sol Price School of Public Policy Spring 2013 PPD531L Transportation Planning
Studio. It reviewed the existing Metro Gold Line segment from Los Angeles to Pasadena as well
as the plans for stations from Arcadia to Azusa (projected to open Fall 2015), and concluded
that the Duarte and Irwindale Stations need to invest in a robust transportation and develop-
ment plan to raise the chances for their respective successes. This report focuses on the Irwin-
dale Gold Line Station and the policies and programs that might be implemented to support
benefcial station activity.
The frst part of this report covers the context in which policy and planning recommendations
were developed. The City of Irwindales history as an industrial employment center, comparatively
small residential population and how that has impacted the Citys demographics, environment,
land use, infrastructure, and mobility are examined and analyzed. The following key observa-
tions were particularly noted:
The City has a low 24-hour residential population, but large day-time employment population.
The existing land use around the station area is industrial and commercial-industrial, with
major freight routes nearby serving these uses.
There are few retail and food service businesses in the station area to serve the business
population.
The industrial nature of the area has resulted in minimal infrastructure for active trans-
portation, such as walking and bicycling, making it uncomfortable and unsafe for such
activities to take place.
There are currently few transit routes and stops around the station area and they have
comparatively low ridership.
The station has potential to connect with the nearby San Gabriel River Trail and Santa Fe
Dam Recreation Area, but the proximity has not yet been leveraged by the City or Metro.
Therefore, the report fnds, as the Spring 2013 Transportation Planning Studio did, that the
existing conditions in the City of Irwindale do not support traditional transit oriented develop-
ment (TOD) activity and signifcant changes to both the Citys existing policies and future plans
must be made to support successful transit station.
The second part of this report outlines four development scenarios which might occur depending
on action taken by the City of Irwindale and its partners. They are based on case studies of
other transit stations and packaged as a timeline that might be followed depending on how
the City and station progress. These are No Further Action,Commuter/Employment Oriented
Station,Destination/Recreation Oriented Station, and Combination.The No Further Action
plan outlines the benefts and risks of the City taking no action to develop a comprehensive
plan for the station while the other sections outline programs and policies that might be
taken to leverage existing resources in the area and create an active transit station. The report
concludes with a fnal recommendation as a course of action for the future Irwindale Gold Line
Station, to develop a multi-purpose station through a long-range plan (2015-2035) utilizing a
combination of policies and programs.
Project Background
The Irwindale Gold Line Station is part of the Gold Line Foothill Extension (Phase 2A) from Pasadena
to Azusa on the Metro Gold Line Foothill Construction Authority-owned-right-of-way, north of
the Miller Brewing site. The station will be located below and to the east of the Irwindale Avenue
overpass, immediately south of the Intestate-210 (I-210) Freeway. The station will be accessible via
Adelante Street and Avenida Padilla Street. Side platforms for the station will also include tracks in
the middle with entrances to the platforms from the west.
Additionally, a 350 parking facility is planned west of the station, between Irwindale Avenue and
the Miller Brewery, south of Avenida Padilla. This will also include bicycle parking and lockers. Other
planned improvements around the station are pedestrian and bicycle related improvements and
facilities for improved active transportation experiences. Figures 1-1 and 1-2 show the Local and
Regional contexts of the planned station.
There are 32 million vehicles registered to operate on Californias roadways (Calsta, 2014). According
to the California Transportation Infrastructure Priorities: Vision and Interim Recommendations (2014)
report, in 2013 the vehicles traveled approximately 331 billion miles throughout the state. As the state
with the most registered vehicles, Californias projected 12 million new coming Californians cannot
be sustained without an increase in the supply of travel methods (Calsta, 2014). It is estimated that
in order to support the demand of the projected vehicular growth, it would require $150 billion to
build 4,300 new lanes of highways, more freeways, and numerous airport airstrips (Calsta, 2014).
Conversely, the report discusses how without high-speed rail systems, California would experience
a large across-state development of concrete and asphalt infrastructure. As such, the environmental
efect would undergo substantial water and air quality, open space, food supply, noise and climate
1.1 Metr o Gol d Li ne Foothi l l Extensi on
transformations (Calsta, 2013).
With residents living far from work and school, over 75 percent of trips require a private automobile (Calsta, 2014). As a
result, California has instituted the AB 32 emission reduction goal and regional and local governments have committed
to investing in rail modernization techniques that will ultimately reduce car travel, preserve land and open space, avoid
massive highway and airway expansions, and sponsor infll and transit-oriented development (Calsta, 2013).
The states rail system objectives are operationalized by the procurement of $50 million in the governors current budget
for improvements and upgrades to local rail transit systems in Los Angeles and San Francisco with the efort to accom-
plish statewide mobility, safety and sustainability objectives (Calsta, 2014). Similar to the states policy and development
plans, counties and cities have responded to modernization and urbanization by developing critical histories and policies
highlighting growth, ideals, reservations, and commitment to the mobility and transportation of its residents (Los Angeles
County, 2013). Furthermore, by understanding the history and policies surrounding development, informed recommenda-
tions may be established that account for local and regional trends, standards, and warnings.
1.2.1 Context and Purpose of Report
A report published by the USC Sol Price School of Public Policys Spring 2013
PPD531L Transportation Studio found that the citys vision for Irwindale
station is to take the opportunity for redevelopment and pedestrian-
friendly design. At the current stage, much needs to be addressed to meet
this vision (USC Price PPD531L, 2013). This report expands upon these
fndings, further assessing the station area to develop recommendations
to feasibly fulfll the citys vision.
1.2.2 Context of Vision
As an industrial city with just over 1000 residents, the Irwindale Station
Plan seeks to make the most of the existing policies and resources
surrounding the future Gold Line Station by serving the local industrial
employment center and utilizing the close proximity to the Santa Fe Dam,
San Gabriel River, and neighboring cities. Along these parameters, the
strategic plan is to create an active transportation connection from the
Irwindale station to the mentioned local recreational, economical, and
social resources. While this low-density community is not where tradi-
tional transit- oriented development might occur, with the proper level
of investment in the areas existing resources, the chances of developing
a successful and active transit station could increase.
As part of the Foothill Extension from Pasadena to Azusa that is under
construction, the Irwindale station has plans that forge connections
between neighboring cities. These light rail connections will serve as a
public resource and alternative modes of transportation that not only
have the potential to considerably reduce travel time, but preserve the
environment and allow for a network of exchange economically, socially,
and culturally. In this vision to forge connections and networks, the
planning dialogue discusses plans to integrate transit-oriented develop-
ment into the future development of the city of Irwindale and its station.
By critically observing and analyzing relevant history, policies, demographics
and socio-economics, environment and land use, design and engineering
feasibility, and transportation and mobility, the Irwindale station and
its viability can be better understood, established, and advanced. As
such, this report delves into each of these categories by detailing its
background, existing conditions, evaluation, implications, and recommen-
dations informed by best practices. Using comprehensive research and
analysis, this report ventures to inform and propose four site development
recommendations that are categorized by time, budget requirements,
and design complexity.
1.2 Vi si on for I r wi ndal e Gol d Li ne Stati on
Figure 1-1: Local Context
Figure 1-2: Regional Context
Future Irwindale
Gold Line Station
Source: Google Maps
In order to understand the historical and political
implications on the Irwindales Gold Line Station, it
is essential to apprehend the historical and political
context from which it derives; State and County
initiatives. Los Angeles economy has traditionally been
infuenced by single-family home development with
dispersed commercial and industrial uses (Los Angeles
County, 2013). This lead to its frst prevalent economic
sectors: land development, real estate and the enter-
tainment industry, all of which are crucial elements
of the Countys economy today (Los Angeles County,
2013). During the 1990s, one of the Countys largest
contributing sectors was manufacturing (Los Angeles
County, 2013). Although free trade agreements and
globalization at various governing levels sent labor
and production overseas, today the County continues
in its tradition of manufacturing through technology
enhancement (Los Angeles County, 2013). Additionally,
the county has fused creativity and technology and
created economies pertaining to various industries,
healthcare and transportation being two of the most
prevalent (Los Angeles County, 2013).
Honing in on the transportation economy, along with
fnancial endowments from the Governors budget, AB
32 is Californias global warming solutions act of 2006
(Clui, 2003). This Act guides the environmental impact
related to land development and use by regulating
emission and supporting the use of renewable energy.
This action is supported by the SB 375, which mandates
regional targets to align with the reduction of green-
house gas emissions by 1) using the regional transpor-
Introduction
to Irwindale
2.1 Regi onal Hi stor y and Pol i ti cs
References
California State Transportation Agency (Calsta). (2014). California Transportation Infrastructure Priorities: Vision and Interim
Recommendations. Retrieved from http://www.calsta.ca.gov/res/docs/pdfs/2013/ CTIP%20Vision%20and%20
Interim%20Recommendations.pdf
USC Sol Price School of Public Policy, PPD531L Transportation Studio (USC Price PPD531L). (2013). Metro Gold Line Light
Rail Service: Foothill Extension A Golden Opportunity for Foothill Cities to Learn and Succeed
tation planning process to achieve reductions in greenhouse gas emissions consistent with AB 32s goals; 2) ofering California
Environmental Quality Act incentives to encourage projects that are consistent with a regional plan that achieves greenhouse
gas emission reductions; and 3) coordinating the regional housing needs allocation process with the regional transportation
process while maintaining local authority over land use decisions (Clui, 2003). The County Congestion Management Plan or
CMP was adopted with the State Legislature passage of Proposition 111 in 1990 and focused on the development of a regional
transportation system to accommodate the future trafc demands within the metropolitan areas (Clui, 2003). Together these
policies develop partnerships amongst transportation authorities and create viable solutions that include varied travel methods
for diversifed needs.
One of the frst recognized authorities in Los Angeles transportation system was the Los Angeles County Metropolitan Trans-
portation Authority (LAMTA) founded in 1951 (Metro, n.d.). Assuming the roles of private transit systems, LAMTA created the
frst publicly owned and operated transit system in Los Angeles (Metro, n.d.). Unable to acquire land or use taxes as a funding
source, in 1964, the state legislation created the Southern California Rapid Transit District (SCRTD), which essentially took over
LAMTAs operations, obtained bus lines, and developed funding sources for the Metro Red line (Metro, n.d.). Following in 1976
was the Los Angeles County Transportation Commission (LACTC), which developed transit and highway policy for the county
(Metro, n.d.). Lastly, and what is highly recognized today is the Los Angeles County Metropolitan Transportation Authority,
familiarly known as Metro (Metro, n.d.). Created by state legislature in 1993, this authority is multifaceted as it assumes the roles
of planning, funding, and project construction for the county of Los Angeles (Metro, n.d.).
Since its creation, Metro has helped fund, construct, and operate the Red, Purple, Green, Blue, Silver, Expo, Orange, and the
Gold lines (Metro, n.d.). Brief transportation history and policies of California and Los Angeles have been highlighted in prepa-
ration of the focal point of this section; the Metro Gold Line Foothill Extension Irwindale Stations relevant history and political
underpinnings.
Gregorio Fraijo and Fecundo Ayon frst settled the Irwindale community during the 1850s. The two families occupied the land
birthing seven generations of Irwindale residents (City of Irwindale, n.d.). The landscape was barren with rocks, sand, and
jackrabbits, but later developed into a vehicle friendly community (ibid.). Taking the lands natural assets, the residents began
to inquire about business ventures and on August 6, 1957 the 9.5 square miles of land was incorporated and became the City
of Irwindale (ibid.). The frst councilmen elected were Mayor Elias Ornelas, Richard Diaz, Arthur Tapia, Mike Martinez, and Mike
Mirando (ibid.).
Settled and developed as a landscape comprised of rocks and sand, this citys natural assets allowed its residents to undertake
mining and other industrial business ventures. Also, the surrounding San Gabriel Mountain, river passages, and Hispanic heritage
are characteristic to the city and critical in recognizing how development patterns have been shaped by the natural landscape.
(ibid.). Promoting these quality rich community characteristics during development is a design spirit assumed by the City of
Irwindales developers, is upheld in the Citys General Plan, and should inform all future development projects. Specifcally, the
Infrastructure Element consists of 5 policies that together strive to support the highest service standards while accounting for
future demands and expanding the regions public and mass transit system.
The City of Irwindale is notably just 20 miles east of Downtown Los Angeles and is a thriving industrial city with a notable
business community. Bounded by the Intestate 210 and 605 freeways, Irwindale is easily accessible by vehicle and a commuter
city home to headquarters, satellite ofces, and other well-known businesses. With its unique topography, proximity to transit
corridors and vibrant neighboring cities, along with the increasing demand for mass public transit lines, Irwindale has been
chosen to house a station of the Metro Gold Line extension.
2.2 I r wi ndal e Hi stor y and Pol i ti cs
References
California State Transportation Agency (Calsta). (2014). California Transportation Infrastructure Priorities: Vision and Interim
Recommendations. Retrieved from http://www.calsta.ca.gov/res/docs/pdfs/2013/ CTIP%20Vision%20and%20
Interim%20Recommendations.pdf
Los Angeles County (2013). Los Angeles County General Plan. Retrieved from http://planning.lacounty.gov/assets/
upl/project/gp_2035_Chapter14_2013.pdf
Los Angeles County Metropolitan Transportation Authority (Metro). (n.d.). Los Angeles transit
history. Retrieved from http:// www.metro.net/about/library/about/home/los-angeles-transit-history/

The Center for Land Use Interpretation (clui). (2003). Margins in Our Midst: A Journey Into
Irwindale. Retrieved from http://clui.org/newsletter/winter-2003/margins-our-midst- journey-irwindale

The City of Irwindale (n.d.) Retrieved from
http://www.ci.irwindale.ca.us/DocumentCenter/View/39
CATEGORY IRWINDALE LOS ANGELES COUNTY
2012 Population 1,416 9,885,632
2012 Median Age (Years) 35.1 35.6
2012 Hispanic 91.9% 48.5%
2012 Number of Households 371 3,249,575
2012 Average Household Size 3.7 3.0
2012 Median Household Income ($) 56,114 53,880
2012 Number of Housing Unites 387 3,454,092
2012 Homeownership Rate 69.7% 54.3%
2012 Median Existing Home Sales Price ($) 0.12% 4.8%
2012 Number of Jobs 12,373 4,209,116
2011-2012 Total Jobs Change 137 54,513
2011 Average Salary per Job ($) 43,807 50,666
Table 3-1: Statistics Summary
Source: Profle of City of Irwindale, SCAG, May 2013
Demographics and
Socioeconomics
According to U.S. Census Bureau, in 2010, Irwindale had a population of 1,416. The median age is 35.1, which is similar to the Los
Angeles County median age (35.6). The population density is 148 people per square mile, not dense compared to the county as
a whole. The age distribution of the population is wide, with 26.2% of residents under the age of 18, 63.2% at the age between
19 and 64, and 10.6% at the age of 65 or older. Also, Irwindale is comparatively less ethnically diverse than nearby communities,
with Hispanics comprising 90.6% of the population, far above Los Angeles Countys level (48.5%).
There are 371 households in the City of Irwindale, with a household size of 3.7, median household of $56,114, and a homeown-
ership rate of 69.7%. These are all high compared to overall Los Angeles. Table 3-1 compares Irwindale to Los Angeles County.
3.1 Backgr ound
3.2.1 Population Growth
Between 2000 and 2012, the total population of Irwindale
decreased by 30 to 1,416. During the 12-year period, the citys
population growth rate was 2.1%, which is lower than the Los
Angeles Countys level (3.8%). The population trend is shown
as Figure 3-1.
Between 2000 and 2012, the age group 55-64 was projected
to experience the largest increase in share, with growth from
7% to 11.1%. Conversely, the age group of 5-20 years old was
expected to experience the greatest decline by share, from 30.1%
Between 2000 and 2012, the total population of Irwindale decreased by 30 to 1,416. During the 12-year
period, the citys population growth rate was 2.1%, which is lower than the Los Angeles Countys level
(3.8%). The population trend is shown as Figure 3-1.
Between 2000 and 2012, the age group 55-64 was projected to experience the largest increase in share,
with growth from 7% to 11.1%. Conversely, the age group of 5-20 years old was expected to experience
the greatest decline by share, from 30.1% to 24.4%. This illustrates the decreased birth rate in Irwindale,
with the elderly becoming a larger group in the community.
Figure 3-1: Population Trend of Irwindale
Source: California Department of Finance, E-5, 2012
1,446
1,438
1,422
1,403
1,372
1,345
1,377
1,437
1,480
1,461
1,422
1,424
1,416
1,250
1,300
1,350
1,400
1,450
1,500
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
PopulationTrend
Population
Between 2000 and 2012, the total population of Irwindale
decreased by 30 to 1,416. During the 12-year period, the citys
3.2.2 Population Infow
In addition to analyzing the residential population of Irwindale, another key population element
to note is the population fow of Irwindale, as the fow population, or the movement in and out
of the city, is the largest potential patron of the station. According to the U.S. Census Bureau in
2011, the population of employed in Irwindale were 21,043. Of them, 20,900 lived outside of
the Irwindale. Of Irwindale residents, 612 were employed outside of the City and the population
both employed and living in Irwindale is 143.
Table 3-2: Overall Population Flow
CATEGORY COUNT SHARE
Employed in Irwindale 21,043 100%
Employed in Irwindale but
living in other area
20,900 99.3%
Living and employed in
Irwindale
143 0.7%
Source: On the Map, US Census Bureau
3.2.3 Population Outfow
Population outfow is the movement of population living in Irwindale, but employed outside of
the City. According to SCAGs profle of Irwindale, the top 10 places where residents commute
to work in 2010 are: Irwindale, Los Angeles, Baldwin Park, Covina, Pasadena, Azusa, Industry,
Pomona, Monrovia, and West Covina.
Table 3-3: Population Outfows Destination
LOCAL JURISDICTION COMMUTER NUMBERS PERCENT OF TOTAL
COMMUTERS
Irwindale 134 17.54%
Los Angeles 78 10.21%
Baldwin Park 43 5.63%
Covina 35 4.58%
Pasadena 26 3.40%
Azusa 25 3.27%
Industry 25 3.27%
Pomona 15 1.96%
Monrovia 13 1.70%
West Covina 13 1.70%
3.2 Exi sti ng Condi ti ons
3.2.5 Housing
There are 371 households in Irwindale with an
average household size of 3.7 persons. Among
these households, 51.9% have children under
the age of 18. The median household income
in 2012 was $56,114, which is slightly above
Los Angeles County level ($53,880). There
are 309 families (82.6% of all households)
in Irwindale and the average family size is
3.93 persons (U.S. Census 2010). According
to SCAGs profle of Irwindale, in 2012, 53%
of all city households had 3 people or fewer.
About 13% of the households were single-
person households. Approximately 30% of all
households in the city had 5 people or more.
The percent of households by household size
is shown in Figure 3-2.
3.2.6 Industries Summary
According to the Esri data, by 2012, Irwindale
had about 847 businesses. SIC codes are
applied to summary the business condition
of Irwindale. The overall business summary of
Irwindale is as shown in the Table 3-5.
According to the Table 3-5, the 3 largest indus-
tries in Irwindale are: Service Summary (26.4%),
Wholesale Trade (20.9%), and Manufacturing
(19.2%). However, as there are many types of
institutions under the Service business such as:
hotel, automobile services, health service, etc.
Therefore, we refrain from including service
in the analysis. The two main industries:
wholesale trade and manufacturing, are the
primary contributors to Irwindales economy.
Also, they possess the largest group of the
employees in the area. One critical problem
of the businesses in Irwindale is the lack
of small retail businesses. The main retail
businesses currently are the concentration
of food stores, automobile dealers, furni-
ture and home furnishings, which are also
big-box based business. Observing the lack
of local small retail business, the structure of
the business is not balanced. Because of the
current business structure of Irwindale, which
mainly are big-box base industries, the city
does not have enough residents to support
the small retail business.
13.00%
21.00%
19.00%
18.00%
12.00%
9.00% 9.00%
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
1 2 3 4 5 6 7+
PercentofHouseholdsbyHouseholdSize
Percentof
Households by
HouseholdSize
Figure 3-2: Percent of Households by Household Size
Source: California Department of Finance, E-5, 2012
3.2.4 Population Infow
Population infow is the movement of population employed in Irwindale, but living outside of
the city. As mentioned above, this group comprises the vast majority of those working in Irwin-
dale. According to U.S Census Bureau of 2011, the top 15 places where people who commute to
Irwindale live are: Los Angeles, Baldwin Park, West Covina, El Monte, Azusa, Pomona, Pasadena,
Glendora, Rancho Cucamonga, Covina, Arcadia, Fontana, Monrovia, Duarte, and San Dimas.
LOCAL JURISDICTION COMMUTER NUMBERS PERCENT OF TOTAL
COMMUTERS
Los Angeles 1,595 7.6%
Baldwin Park 822 3.9%
West Covina 735 3.5%
El Monte 647 3.1%
Azusa 601 2.9%
Pomona 561 2.7%
Pasadena 498 2.4%
Glendora 473 2.2%
Rancho Cucamonga 445 2.1%
Covina 444 2.1%
Arcadia 431 2.0%
Fontana 376 1.8%
Monrovia 364 1.7%
Duarte 351 1.7%
San Dimas 290 1.4%
Table 3-3: Population Infows Origin
Source: On the Map, US Census Bureau
3.3.1 Economic Evaluation
Irwindale has a strong competitiveness of industries compared with San Gabriel Valley Area,
with so many famous companies located in the city such as: MillerCoors, Southern California
Edison, Toyota Speedway, Mee Industries, Huy Fong Foods, Decore-ative Specialties, etc. These
companies createeconomic benefts and more market opportunities for the area. By 2012,
Irwindale accounted for 7% of industrial space in the Central/East SGV area, but it created 15%
of growth of industrial space in the San Gabriel Valley, which means the industry development
of Irwindale is vital (2012 Economic Strategic Plan).
Irwindale also has conditions to attract more businesses into the city. Irwindale Business Center
is a good example. With 123-acre of land, the business center is located across from Irwindale
City Hall, fronting Irwindale Avenue and Arrow Highway. It is an icon of what is physically and
economically possible on a former mining pit by taking the appropriate reclamation steps
(Economic Strategic Plan). The 2.2 million square foot business park includes a mix of light
industrial and ofce uses, including corporate headquarter ofces for communication companies
such as Charter Communications and Superior Communications.
The main market opportunities in Irwindale can be concluded as: 1) Higher-wage jobs and 2)
Market Area Demand. Irwindales commercial/industrial land availability will continue to attract
new business and support renewed job growth locally and regionally. Attracting business in
higher-wage job cluster will be critical to capturing a greater market for sales taxes generating
retail uses (Economic Strategic Plan).
SIC CODES BUSINESS EMPLOYEES
NUMBER PERCENT NUMBER
Agriculture & Mining 13 1.5% 421
Construction 67 7.9% 823
Manufacturing 163 19.2% 3,080
Transportation 43 5.1% 1,225
Communication 7 0.8% 270
Utility 8 0.9% 445
Wholesale Trade 177 20.9% 1,982
Retail Trade 103 12.2% 515
Finance, Insurance, Real
Estate Summary
30 3.5% 391
Service Summary 224 26.4% 1,750
Government 12 1.4% 427
Total 847 100% 11,329
Table 3-5: Business Summary of Irwindale
3.3 Eval uati on and Anal ysi s
0.5mile
Figure 3-3: Companies within one-mile radius circle
Source: The base map is from Google maps
Source: Esri, Community Analyst
References
Center for Economic Center, U.S. Census Bureau, On the map (2014), Retrieved from:http://onthemap.ces.census.gov/
U.S. Census Bureau, Department of Commerce (2014), Retrieved from:http://www.census.gov/
California Department of Finance (2014), Retrieved from:http://www.dof.ca.gov/
Hon. Gene Murabito et al , Profle of City Irwindale, Southern California Association of Government, May 2013.
One thing to note is that the companies with the two
circles are not limited to the city of Irwindale, but it
also includes the companies in Azusa, as we assume
those companies are also the target customers of
the Irwindale station. According to this data, we can
conclude that there are a large number of employees
working near the station, which provides potential for
high ridership of the station in the future. One similarity
of these two sets of data is the standard deviation is
extremely high, which means that the companies scale
around the station is various. Also, some buildings house
multiple companies. Like the overall citys situation, the
companies around the station are mainly focused on
manufacturing and wholesale trade.
3.3.2 Companies and Employees around the
Irwindale Station
After gathering data from U.S. Census Bureau, GIS was
used to perform the basic analysis of companies and its
employees information around the Irwindale Station.
With drawing the 1-mile radius and 0.5 mile radius
circles of the station, two sets of the data were deduced.
Within the 1-mile radius circle of the station, the total
number of businesses is 409, with 7,951 employees.
The minimum employment number of the company
is 1, while the largest is 1300. The mean employment
number within this circle is 19.22, and the standard
deviation is 79
On the other hand, within the 0.5-mile radius circle of
the station, the total company number is 79 and the
employees number is 3,883. The minimum employment
number of the company is 1, while the largest is 1300.
The mean employment number within this circle is
49.28, and the standard deviation is 78.28.
0.5mile
Figure 3-4: Companies within one half-mile radius circle
Land Use
and Environment
A successful transit oriented development (TOD) project
is inherently linked to the land use strategies around
the transit station. Active land uses foster more efec-
tive transit service, and transit mobility makes locations
more viable for development. More specifcally, a mix of
land uses with high densities, such as ofces, commer-
cial service, or residential uses around the station area
places more people close to transit stops, creates more
activities at various times of the day, and increases
the public transit ridership (Pace, 2013). Compared to
the other Metro Gold Line Foothill Extension stations,
Irwindale has not explored TOD in the context of their
overall community goals in depth (IBI, 2007).
Compared to the other Metro Gold Line Foothill
Extension stations, Irwindale has not explored TOD
in the context of their overall community goals in
depth (IBI, 2007).
A successful transit oriented development (TOD) project is inherently linked to
the land use strategies around the transit station. Active land uses foster more
efective transit service, and transit mobility makes locations more viable for
development (Pace, 2013).
The City of Irwindale adopted a General Plan Update in
2008. The land use policies in the General Plan focus on
redeveloping the brown felds in the City in order to accom-
modate future population growth and new employment.
The plan designated the majority of Metro Gold Line Station
surrounding areas as industrial/business park uses and
designated a regional commercial center adjacent to the
north of I-210 to increase the commercial density around
the Station (General Plan, 2008).
However, a challenge for the City and Irwindale Gold
Line Station is that there are relatively few pieces of
land in vicinity of Irwindale Station poised for TOD.
Currently, the existing land uses within a one-mile radius of
tCurrently, the existing land uses within a one-mile radius of
the Irwindale Station are dominated by industrial business
parks, inactive quarries, and San Gabriel River Bike Trail
(Final EIR, 2007). The area of vacant land in one half-mile
of the station is only approximately 7 acres and has certain
extent of construction infeasibility (Supplemental EIR, 2011).
Reclamation of existing inactive quarries for future develop-
ment might be a possible way to accommodate mix uses
of jobs, retailers, and amenities to achieve traditional TOD
in Irwindale, but such a change would be high investment
for uncertain success.
Reclamation of existing inactive quarries for future
development might be a possible way to accommodate
mix uses of jobs, retailers, and amenities to achieve
traditional TOD in Irwindale, but such a change would
be high investment for uncertain success.
4.1 Backgr ound
A chal l enge for the Ci ty of
I r wi ndal e i s that ther e ar e
r el ati vel y few pi eces of l and
i n the vi ci ni ty of I r wi ndal e
Stati on poi sed for TOD.
Figure 4-1: General Plan Update Land Use Designation
Irwindale Station
Source: Irwindale General Plan Update, 2008
Figure 4-2: General Plan Update Quarry Overlay
4.1.1 Policies and Regulatory Setting
General Plan (2008): Land Use Policies
The City of Irwindale adopted the Citys General Plan Update, previously updated in 1975, in April 2008. The Plan envisioned
the City of Irwindale as an important center of commerce and industry in San Gabriel Valley. The land use policies in General
Plan Update 2008 primarily addressed the issues of future potential development of quarry areas and establishing patterns
of land use and development that promotes the maintenance of current residential neighborhoods and accommodating
future growth. The Metro Gold Line Station was mentioned only briefy in the General Plan Update. The plan referred to the
station with one sentence in the section of land use policies: in the future the City of Irwindale would promote and support
the future extension of the Gold Line light rail line along the I-210 Freeway corridor (General Plan, 2008).
The General Plan Update Land Use Map designated ten categories of land use, including residential, commercial, regional
commercial, commercial/recreation, industrial/business parks, industrial/commercial, quarry/quarry overlay, parks, public/
institutional, and open space/easements (Figure 4-1). As the quarries in the City were considered as potential development
areas for accommodating the Citys future growth, the land use policies emphasize continued transition of the quarries
located within the City to other land uses in order to promote mixed use and development in the future. The Plan specif-
cally developed a quarry overlay map to designate diferent land use overlays with the quarries in the City. The Quarry
Figure 4-3: Zoning in City of Irwindale
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Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, TomTom, Intermap, incrementP Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, KadasterNL, OrdnanceSurvey, Esri J apan, METI, Esri China(HongKong), swisstopo, andtheGIS User Community
Source: City of Irwindale, SCAG, 2013 | Date: 11/13/2013
P:\DataMap_Guide\=RTP_2016\mxds\ZN\LA\Irwindale_ZN.mxd
0 0.35 0.7 0.175

Miles
Source: City of Irwindale, SCAG, 2013
Overlay designation supported a diverse array of zones including
Commercial, Commercial-Recreation, Residential-Business Park, Industrial-
Business Park, and Open Space (Figure 4-2). However, for the quarry
nearby Irwindale Station, the Plan designated it as quarry overlay with
industrial/business park (General Plan, 2008).
Zoning Regulations
The City of Irwindale adopted its frst zoning ordinance in 1966. Previ-
ously, the City had relied on the County zoning that existed prior to
incorporation in 1957. According to General Plan Update, following the
Citys incorporation, plans were prepared for the City to be developed
largely for industrial uses. A high proportion of the Citys land area
was subsequently zoned for heavy manufacturing uses (M-2, Heavy
Manufacturing). This industrial zoning was viewed at the time as being
the most appropriate type of land use that would be compatible with
the extensive mining operations that had historically taken place in the
City (General Plan, 2008).
The future Irwindale Station area and parking facility is to be located within
an area zoned for Heavy Manufacturing (M-2) (Figure 4-3). According to
the citys zoning code, section 17.56.010, any use permitted in an area
zoned for Light Manufacturing (M-1) is also a permitted use in an area
zoned M-2. Storage space for transit and transportation equipment is
a permitted use in an M-1 zone. Medium and low intensity industrial
uses are located across North Irwindale Avenue from the station and
parking site (Final EIR, 2007).
Irwindale Redevelopment Plan
According to the Gold Line Phase II Foothill Extension Pasadena to
Montclair Final EIR (2007), the Irwindale Gold Line Station shall be
located within the boundaries of the Citys Redevelopment Plan for
the City Industrial Development Project, established to eliminate and
prevent the continued spread of blight. The Redevelopment Agency
in Irwindale has encouraged agreement between landowners and the
Agency to facilitate development to more benefcial and economic
land uses. Strategies include the acquisition of property, demolition
or removal of buildings, installation, construction or reconstruction
of streets, utilities and other public improvements, and disposition of
any property acquired for uses in accordance with this plan (Final EIR,
2007). However, since the dissolution of redevelopment agencies by
Governor Jerry Brown, the ability for the City to carry out such plans
has become constrained.
Although not specifcally listed, the proposed Irwindale Station project
could be understood to be a public improvement as stated in Sections 316
and 406 of the plan. Both sections give the city the power to construct
public improvements necessary for carrying out the plan (Final EIR, 2007).
Table 4-1: Existing Land Use Distribution in Irwindale
4.2.1 Existing Land Use Distribution at City Level
According to the existing land use data from General Plan 2008, the majority of the development in Irwindale is located east
of the San Gabriel River. Land uses found in the western portion of the City are dominated by large-scale quarry operations
with limited areas of traditional urban land uses (residential, commercial, and industrial development). Among all these urban
land uses, residential land uses account for 1% of the Citys total land area (9.5 square-mile), commercial only accounts for
0.25%, and industrial and manufacturing accounts for 15% (General Plan, 2008).
LAND USE CATEGORY AREA (acres) %
Residential 59.67 0.98
Office 48.68 0.80
Commercial 14.09 0.23
Commerical Recreation 63.30 1.04
Industrial/Business Park 146.16 2.3
Industry/Yards 695.06 11.42
Quarry 1,631.24 26.82
Landfill 182.56 3.00
Utilities 179.85 2.96
Public/Institutional 263.58 4.33
Santa Fe Dem 1,920.26 31.58
Vacant 327.25 5.38
Railroad 58.52 0.96
School 9.97 0.16
SUBTOTAL 5,600.19 92.00
Roads 479.81 7.89
TOTAL LAND USE 6,080 100.00
The greatest proportion of the Citys land area is devoted to food control improvements within the foodplain of
the San Gabriel River.
The Santa Fe Dam Recreation Area is the most signifcant facility in the city wide for food control improvements, accounting
for one-thirds of the Citys total land area. The Santa Fe Dam Recreation Area is also an outdoor activity destination for the
nearby cities in San Gabriel Valley, boasting a scenic view, as seen in Figure 4-4. Connected to the San Gabriel River Bike Trail,
the park has bicycle and pedestrian facilities. In addition, every year several region wide events are held in the park. The most
famous event held in Santa Fe Dam Recreational Area is the Original Renaissance Pleasure Faire (Figure 4-5), which is held
every April and attracts visitors from the nearby cities.
Figure 4-4: Santa Fe Dam Recreational Area
Source: http://www.renfair.com/socal/
Source: http://www.panoramio.com/photo/45524705
Figure 4-5: The Original Renaissance Pleasure Faire
4.2 Exi sti ng Condi ti on
Figure 4-8: Irwindale Stations Location within the City boundary of Irwindale
Another large portion of the Citys land area
is devoted to sand and gravel extraction
operations, which accounts for around 27%
of the Citys total land area, almost an equal
proportion as Santa Fe Dam Recreational Area.
According to the General Plan Update 2008,
there were six active quarries located within the
City by 2008, accounting for 12.5% of the citys
total land area while inactive quarries account
for 10.9% of the Citys total land area (see Figure
4-6 for example).
Some reclamation eforts have been made by the
City and private investments to develop these
inactive quarries. A successful case of inactive
quarry reclamation is the redevelopment of sand
and gravel mining operation into the Irwindale
Business Center, a 126.5-acre master-planned
industrial park, with 18 buildings constructed
inside a gravity pit, as shown in Figure 4-7. NAIOP
(Commercial Real Estate Development Associa-
tion) recognized Irwindale Business Center in
their publication as one of just six outstanding
industrial parks nationwide (EASI, 2014).
Another case of inactive quarry redevelopment
is the nationally recognized Irwindale Speedway
(now also known as the Irwindale Event Center)
(Figure 4-8), located on 500 Speedway Drive, close
to Live Oak Avenue and the I-605 entrance. It is a
6,000-square-foot racing center, seating for about
10,000, luxury suites, concessions, a tech garage,
administration buildings, and a large paved parking
lot. The Irwindale Speedway has held seasonal car
racing events, such as NASCARs marquee short-
track events, the Toyota All-Star Challenge, etc.
on weekends, and was once (and even until now)
considered one of the best short tracks in the nation.
However, due to the poor attendance, small car
counts and dwindling sponsorship, the speedway
management group the Irwindale Speedway
LLC fled for bankruptcy in 2012 (Haddock from
ESPN LA, 2012). Recently, the land was sold to a
new private developer Lindom Company, who is
planning to redevelop the 63.47-acre site for other
uses (Kudler from CURBED LA, 2013).
Figure 4-6: Inactive Gravity Pit in the City of Irwindale
Source: https://ssl.panoramio.com/photo/3807802
Figure 4-7: Irwindale Speedway
Source: http://blog.hemmings.com/index.php/2012/02/14/
4.2.2 Existing Land Use around Irwindale Station
The future Metro Gold Line Irwindale Station will be located
in the Construction Authority-owned rightof-way, on
the northeastern corner of the City of Irwindale, with the
City of Azusa in the vicinity. The Station site is adjacent
to the Foothill Freeway (I-210) and just east of Irwindale
Boulevard (Figure 4-9).
Figure 4-9: Existing Conditions within one-mile Radius around the Irwindale
Within one-mile radius area (see Figure 4-10), three gravity pits are found located on the north of I-210, adjacent to the San
Gabriel River Bike Trail linked to the Santa Fe Dam Recreational Area south of I-210. One gravity pit that is close to Miller-Coors
Brewery Company (Figure 4-11) owned land and Freeway I-210 is designated as a regional retail center in the General Plan
Update 2008, while the other one is designated as quarry area overlay with industrial/business parks land uses, and can be
reclaimed and redeveloped into an industrial park in the future.
Several pieces of vacant land are found within one-mile radius of the Station, mainly located north of the Gold Line future
Site along the I-210, near 1st Street on Miller-Coors Brewery property and along the San Gabriel River Bike Trail (Figure 4-11).
Figure 4-10: Miller-Coors Brewery Company
Figure 4-11: Vacant Land near San Gabriel River Trail
Within one-mile radius of Irwindale Station, several
pieces of vacant land are found located on Miller-
Coors Property, and along San Gabriel River Trail.
Three Gravity Pits are also found within the area,
two of them would be developed into a big-box
regional retail center and an industrial park according
to General Plan 2008.
Source: 2007 Final EIR
The vacant land near the railroad tracks
adjacent to the west of Miller-Coors Brewery
Company was proposed to be a future site
(approximately 31 acres) of the Gold Line
Maintenance and Operation (M&O) Facility
in 2007 Final EIR, and its construction was
planned to be part of Phase II B (Final
EIR, 2007) (see Figure 4-13). This site is an
abandoned gravel quarry that is currently
vacant, of which a portion is currently
leased for truck storage. The proposed M&O
facility in Final EIR 2007 was set to occupy
approximately 17 acres on the south and
east side of the gravity pit with a maximum
depth of approximately 250 feet.
However, due to its former use as a quarry, a
series of potential signifcant environmental
impacts relative to biological resources,
hydrology and water quality, and geology
and soils were identifed after 2007 Final
EIR. The 2011 Supplemental EIR No. 1 (SEIR
No.1, 2011) relocated the Gold Line M&O
Facility site to the City of Monrovia, and
considered the original site in Irwindale
as an Alternative because it might result
in greater environmental impacts than
the current proposed M&O Facility Site in
Monrovia.
2007 Final report Existing Land Use Map
around the future Irwindale Station shows
that the vacant land nearby the proposed
Station within a quarter-mile radius area is
quite less, mainly concentrated near the I-210
freeway, around 7 acres, with a proportion
of about 6% of the total land area within
one half-mile radius (see Figure 4-14).
Over 50% of the existing land uses within
one half-mile of the station are dominated
by industrial/business parks. The Miller-
Coors Brewery Company and many light
industrial frms are located on the south
of the future Station, along both sides
of Irwindale Boulevard (see Figure 4-15).
There are also a few retail facilities, such
as McDonalds and Farmers Boy, located
on north of I-210 along east side of North
Irwindale Avenue.
Figure 4-12: The 2007 EIR proposed M&O Facility in Irwindale Site
Source: 2011 Supplemental EIR No.1
Figure 4-14: Industry Business Park near the Station
Within one-half-mile radius of Irwindale Station,
the land uses are mainly dominated by industrial
business park. A city-owned piece of vacant land
is located on north of future Station platform. A
construction is on-going on west side of North
Irwindale Avenue on Miller-Coors Property, which
is for future station parking structure. A few retail
facilties are found located on the north parcel across
I-210 freeway.
Figure 4-13: Existing Land Uses within a Half-mile Radius around the Irwindale Station
Figure 4-15: Vacant land owned-by City on north of the Station
Proposed Parking lot is relocated to west of N Irwindale due to design constraints and would be devel-
oped into a three-storage parking structure with 350 spaces at openning day.
In the 2007 Final EIR, a surface parking lot was proposed on the small piece of vacant land (around 4 acres) adjacent to the
I-210 freeway, just north of the light railroad track and the future Irwindale Station. However, due to design constraints, the
formerly proposed site is considered infeasible. 2011 SEIR relocated the Irwindale Station parking facility below and immedi-
ately west of Irwindale Avenue, just south of Avenida Padilla on the property of Miller-Coors Brewery Company to improve
safety and constructability at the Irwindale Station (SEIR No.1, 2011).
In the recent adopted station design proposal, the new parking facility would be a three level parking structure with 350
spaces at opening day and up to 700 total parking spaces by 2025. Currently, the excavation work for the parking facility
construction is in progress on site.
Figure 4-16: in-Construction Parking Site on Millers Property
Source: Photographed by Author
Typically, a successful TOD project occurs within a quarter to half-mile, or within a fve to ten minute walk, of a transit
station. The project is characterized by a mix of residential/ofce uses, moderate to high density development, pedes-
trian orientation/connectivity, multiple transportation choices, and urban design and landscape features that integrate
surrounding uses and streets (NHHSRail, 2014).
The City of Irwindale is just starting to explore TOD in the context of their overall
community goals. A series of challenges of current regulations, site constraints, low
density, single land use, and lack of funding source need to be coped with. Conversely,
local demand of commerical facilities, inactive quarries, and future vision of the City
could also be opporutnites promoting TOD in Irwindale in the long run.
Figure 4-17: Potential Areas for TOD within a quarter-mile radius around the Station
challenging existing conditions.
The current land uses surrounding the station are low density, single
use- industry parks. The employee density around the station is also
quite low. U.S. Census data show that within the one half-mile radius
around the station, the total number of employees is 3,883, which
is equivalent to approximately eight employees per acre. The low
density of employees around station makes it difcult to increase
transit ridership.
In addition, there is no residential area around the Station. Even
the residential density throughout the entire City is extremely low
(around 0.2 residents per acre). The extremely low density would exert
signifcant native efect to the Stations future ridership. According to
research from Pivo and Frank, a possible threshold of employment
density that could lead to a dramatic increase in the proportion of
transit trips of the transportation case studies would be more than
75 employees per acre.
Figure 4-19 : Existing Condition of Site #2 Figure 4-20: Low Density, Single Land Use Pattern
Source: Google Maps
Source: Photography by author.
Source: Photography by author.
4.3.1 Challenges of TOD around the
Station Area
The existing conditions around Irwindale Station
and current adopted General Plan land use policy
and zoning regulations indicate that there might
not be much potential for accommodating any
new high-density transit-supportive develop-
ments around the station within fve year horizon
(see Figure 4-14).
Site Constraints
The current vacant land within a quarter-mile radius
(5 min walking distance) around the station (Site
#1 in Figure 4-17) is relatively small and narrow.
Besides, as it is located close to I-210 on the north
side of LRT there is inconvenient for access and
construction feasibility, which might challenge
any new developments on this piece of land in
the future (See Figure 4-18).
Site #2 is currently designated as a future site of
Irwindale Station parking structure, the land is
about 2.5 acre within a quarter mile of Irwindale
Avenue and the future Station. 2011 SEIR report
evaluates the parking site having no signifcant
environmental impact to surroundings and
feasible access from both Irwindale Avenue and
of Avenida Padilla.
The site shows a potential opportunity for transit-
oriented development in vicinity of the Station if
considering some mix-uses of daily commercial
facilities within the parking structure instead of
containing only one use of parking.
Low Density, Single Land Use Pattern
Many successful cases show that dense popula-
tion and economic activities around station could
attract more transit riders. However, the current
situation around the Irwindale Station shows some
Figure 4-18: Existing Condition of Site #1
4.3.2 Opportunities for TOD around the
Station Area
Although there are many challenges for the future
Station to support a TOD development, there
are some opportunities around the larger area
of the Station.
Daily Commerical Demand
The daily commercial demands from local employees
working in vicinity of the Station site has potential
for increasing commercial intensity around the
Station. Weekday site visit shows that a certain
amount of employees in the industrial park near
the station have to drive out of Irwindale to nearby
cities, maybe Azusa, to grab some food during their
lunching time for the reason -- also mentioned
above -- and that there are no daily retail and
restaurants near the station. This demonstrates
a potential opportunities of increasing daily
commercial activities development in vicinity of
the future station site to meet employees demand.
Vacant Land for Accommodating Devel-
opment
In addition to potential commercial demand from
nearby employees, there are also vacant lands
available for future mixed-use development around
In the meanwhile, a threshold that could cause a
signifcant decrease of single occupancy vehicle
commuting ranges from 20 to 50 employees per
acre (Pivo and Frank, 1995). Also, for commercial
intensity, the current factor of the station is close
to zero. There is almost no daily retail facilities,
such as cafes, restaurants, or 24-hour express
stores in vicinity of the Station. Although there
are two or three fast-food establishments on the
north of I-210, they are not within the walkable
radius of the station.
Weekday site visit show that a certain amount of
employees in the industrial park near the station
have to drive out of Irwindale to nearby cities (such
as Azusa or Duarte) to get food during lunch times.
This demonstrates a potential demand for daily
retail commercials in vicinity of the future station.
According to the IBI Report of Metro Gold Line TOD corridor, the City of Irwindale has great potential and opportunities for
Transit Oriented Development because of the population density and economic activity in the San Gabriel Valley. However,
the City is just starting to explore Transit Oriented Development in the context of their overall community goals (IBI, 2007). In
addition, the existing conditions around the proposed Station also indicate that the City faces many challenges that need to
be dealt with in order to see the potential benefts that TOD might bring Irwindale.
the Station site. The city-owned vacant land (Site #1 in Figure 4-17) on the north
of the Station platform could be a potential site for mixed-use project if design
and construction feasibility could be solved.
The existing land uses within one-mile radius around the Station shows that there
is underutilized vacant land near San Gabriel River Trail, I-210 and the Miller-Coors
Brewery Company. These vacant areas could be used to enhance residential/
commercial intensity around the station in a larger area. The 2008 General Plan
has already designated a large scale of regional retail center and an industry
business park on north of I-210, which to some extent could increase commer-
cial and employment intensity around the station. But the increase of extent of
public transit ridership from these areas might still be critical for original large
box commercial center; low-rise, dispersed industry park could be hard to attract
transit riders. New land use patterns with higher intensity can increase transit
ridership in the future for these areas.
References
Adrian Glick Kudler. October 2013. SGVs Irwindale Speedway will close and be redeveloped.
Retrieved from: CURBED LOS ANGELES, http://la.curbed.com/archives/2013/10/sgvs_irwindale_speedway_will_
close_and_be_redeveloped.php

Center for Transit-Oriented Development. May, 2011. Transit-Oriented Development (TOD) and Employment.
Environmental Asset Service, Inc. Case Study: Brownfeld Acquisitions & Development.
Retrieved from: http://marketing.trammellcrow.com/EASI/BAD%20-%2018%20Bldgs%20Built%20in%20Gravel%20Pit.
pdf
IBI Group. December 2007. TOD Corridor Development Assessment Study Summary Final Report. Prepared by IBI Group,
In association with Arellano SSOCIATES, EDAW, lnc., Melendrez, Reconnecting America, Strategic Economics.

Los Angeles to Pasadena Metro Blue Line Construction Authority/Metro Gold Line Foothill Extension Construction Authority.
February 2007. Gold Line Phase II Foothill Extension Pasadena to Montclair Final Environmental Impact Report.
December 2010. Gold Line Phase II Pasadena to Montclair-Foothill Extension Final Supplemental Environmental
Impact Report (the 2011 SEIR No.1)
December 2011. Gold Line Phase II Pasadena to Montclair-Foothill Extension Final Supplemental Environmental
Impact Report
New HavenHartfordSpringfeld Rail Program. February, 2014. Transit-Oriented Development (TOD) Success Stories. Retrieved
from: http://www.nhhsrail.com/pdfs/TODcasestudydraft_100311.pdf
Pivo, Gary and Frank Lawrence. Impacts of Mixed Use and Density on Utilization of Three Modes of Travel: Single-Occupant
Vehicle, Transit, and Walking. Transportation Research Record 1466. 1995
The City of Irwindale. April 2008. The City of Irwindale General Plan Update.
Tim Haddock. February 2012. Irwindale group fles for bankruptcy. Retrieved from: ESPNLA,
http://espn.go.com/los-angeles/story/_/id/7576141/irwindale-speedway-group-fles-bankruptcy
Mobility & Infrastructure
5.1 Backgr ound
A successful transit stop requires safe, comfort-
able, and attractive connection between the
site and the surrounding neighborhood,
promoting pedestrian movement and transit
use. This includes co-locating bus and train
stops, integrating quality bicycle and pedes-
trian routes and signage, providing better
bicycle parking at transit stops, and providing
bicycle storage on buses and trains. Walkable
communities are also a central strategy for
transit development. A walkable community
is one that feels safe at all hours of the day in
regards to crime and trafc, and is easily acces-
sible by foot or bicycle or other non-motorized
means of transportation. Encouraging walkable
communities and easy pedestrian access to a
transit stop and its surrounding uses supports
the vitality, well-being and long-term success
of both the neighborhood, local business
and the transit that serves them. Addition-
ally, to make the station an identifed place,
the Station Design should incorporate some
specifc characteristics that satisfy both local
and regional appeal.
Currently, the Irwindale station is faced with
a great challenge of linkage to the neighbor-
hood in term of the bus, bike and pedestrian
modes of transportation. Because of the street
characteristics and land use pattern, the city
of Irwindale is not a walkable or bikeable
community. Necessary steps to improve the
accessibility and attractiveness of the station
to the neighborhood should be addressed
for a successful transit station conducive to
its purpose - transportation.
5.1.1 Policy Overviews
. Did add dashwoods defcient man conclude
The 2008 General Plan of The City of Irwindale infrastructure plan identifes two main issues: maintain highest
standards of service and improve safe and efcient circulation in the city. The plan focuses on the trafc demand
satisfaction and existing street enhancement and there are several proposed programs to realize the plan. Detailed
programs information is shown in Table 5-1. Because of the industrial-oriented characteristics of the city, most
of the infrastructure programs are centered on the employment hub and improving the circulation efciency of
the truck and automobile.
In the plan there are several programs regarding transit, such as public transit review program, in which the city
will evaluate the need to modify routes, fares to achieve the circulation goals. But the plan is not specifc about
the sidewalk, bike, or public transit improvement mobility improvements to the station area.
In the Metro Interface Bus Plan (2011), there are several programs about the feeder bus improvement or sidewalk
and bike facilities enhancement. In the plan, there is only one bus route modifcation for Irwindale Station; the
Foothill Transit route 185 is recommended to divert from Irwindale Avenue to Irwindale Station in both direction
when the Gold Line Extension opens. For bicycles, it is suggested to consider the designation of a potential East/
West Connector Route to follow the corridor as closely as possible on existing city roads. Foothill Boulevard is
the road designated in this bicycle plan for such a use.
NAME DESCRIPTION
Caltrans Coordination Upgrade area freeways
Capital Improvement Planning
Individual projects infrastructure investment
planning
Enforcement of Truck Parking Regulate illegal Parking
Environment Review EIR is required
Mitigation Fee/User Fee Study
A Fair method to address new development for the
cost of providing new infrastructure
Residential Parking Program Additional on-street parking
Signalization
Provide optimum signalization on major thoroughfare
to maximize circulation efficiency
Truck Route Planning A system of truck route plan
I-605 Freeway Ramps Upgrade of freeway ramps
Table 5-1: Transportation Improvement Programs Statistics Summary
Figure 5-1: Irwindale Stations Location within the City boundary of Irwindale
Figure 5-2: Existing Local Transit Service in Irwindale Station
Source: The base map is from Google maps Source: The base map is from Google maps
5.2.1 Circulation
Two interstate freeways provide regional access to the City, the Foothill Freeway and the San Gabriel River Freeway. The Foothills
Freeway traverses the north portion of the city in an east-west orientation. The San Gabriel River Freeway bisects the city in a
north to-south orientation. The San Bernardino Freeway (I-10) also indirectly serves Irwindale as the partial interchange at
Sunset Avenue in West Covina and eventually transitions into Irwindale Avenue (Irwindale Planning Division, 2008).
Major arterials within the city are of Arrow Highway, Foothill Boulevard, Irwindale Avenue, Live Oak Avenue, Myrtle Avenue,
and Peck Road. The standard length is 100 feet right-of-way and the standard width is below highway minimum of 84 feet. The
citys roadway standards for secondary highways require a 64-foot pavement width. The standard for local street pavement
width is 40-foot pavement width with a 60-foot right-of-way. Most of local streets are sub-standard in term of their pavement
width (Irwindale Planning Division, 2008).

5.2.2 Local Transit Service
Currently limited transit services are provided within the city of Irwindale; Foothill Transit is the only public transportation
provider in Irwindale and operates three bus routes in the city: F 185, F 492, and F 494. Line F 185 provides connections to
Hacienda Heights and Azusa, via Irwindale Avenue, every half-hour on weekdays. Line F 492 extends between Los Angeles
and Montclair, via Arrow Highway, and runs every half-hour also on weekdays. Line 494 (running eastbound only) originates
in downtown Los Angeles and passes through Irwindale, via Foothill Boulevard, during the evening rush hour (Irwindale
Planning Division, 2008). The Metrolink Access service is provided and is operated on weekday and Saturday for individuals
with disability. The nearest Metrolink station is located in the neighboring city of Baldwin Park (Irwindale Planning Division.
2008), southwest of the Irwindale Station area.
There is one exiting bus route operating in the immediate vicinity of the station, Foothill Transit line 185. It passes one block
west of the Irwindale Station site along Irwindale Avenue at Montoya Street and the I-210 Freeway. To the south, Route 185
provides a 20-minute connection to the Plaza at West Covina Transit Center and continues through West Covina, La Puente and
Industry to Puente Hills Mall via Sunset Avenue, Glendora Avenue and Hacienda Boulevard. To the north, Route 185 continues
to Foothill Boulevard and turns east toward downtown Azusa, overlaying Route 187 between Irwindale Avenue and Alameda
Avenue (Metro Gold Line, 2011).
5.2 Exi sti ng Condi ti ons
The Irwindale Station is located just east of Irwindale Avenue and near industrial land uses of the 210-Freeway (Metro Gold
Line n.d.). Avenida Padilla serves as the only connector from the station to the industrial employment areas. Irwindale Avenue
links the station to the residential area located at the south side of the city and commercial areas to the north. Irwindale
Avenue is also the only means of accessing the station area. However, it is elevated and intersects with the Foothill Freeway
from Adelante Street to Foothill Boulevard. This removes the station area from the view of the primary roadways of the City
and decreases accessibility.
Figure 5-3: Map of San Gabriel Valley Region
Figure 5-4: San Gabriel River Trail in Irwindale
Source: http://www.bikesgv.org/sgv-region.html
There are three entry points along the Santa Fe Dam Recreation area, as marked in following map; two entries are for both bicycles
and vehicles, while one is only for bicycles.
Pedestrian Environment
The pedestrian environment in the city is also not hospitable.
Existing pedestrian infrastructure is minimal in the area, due
to its industrial nature. Roadways are wide and sidewalks,
where present, are narrow. Some of the major streets in the
city have sidewalks. For example, North Irwindale Avenue, a
key corridor connecting the station to the city, has a sidewalk
on its east side, which is not continuous. Otherwise, there
are limited pedestrian amenities in the city.
The new Irwindale station is primarily auto-oriented in nature,
which brings a number of site-specifc pedestrian linkage
issues. The station area has a walk score of 53 on a scale of
100 (walkscore.com). Generally, block sizes are very large,
which create an unpleasant walking experience and pose
a potential barrier to pedestrian transit access. Due to the
location of Irwindale Station, there are three expected major
pedestrian and bicycle routes to and from station within
miles. The First is Irwindale Avenue (a small road parallel to
North Irwindale Avenue), which is the major connection to
station from neighborhood to south. The second is the Avenida
Padilla, which is a link to the station from the employment
center. The third one is North Irwindale Avenue, including
the Bridge across 210, which is approximately 10 feet above
grade, connecting the station to the north area of Irwindale.
The detailed current situation of these three major connec-
tion roads is shown in the following tables.
5.2.3 Bicycles and Pedestrian Environment
Bicycle Access
Irwindale does not have a bicycle and pedestrian environment
friendly due to its land use pattern and street characteristics.
The only Class I bike path (part of San Gabriel River Trail) in
the City is designed around the Santa De Dam Recreation
Area and along the San Gabriel River, and there are no Class
II or Class III bike lanes in the city currently (Metro Gold Line,
2011). Additionally, the north-south primary transportation
corridor, North Irwindale Avenue, and the east-west primary
street, Arrow Highway, are all designated truck trafc routes
(City of Irwindale, n.d.), which is not safe for bicyclists to
directly ride on the road.
The San Gabriel River Trail (SGRT) is a 28-mile bike path along
the San Gabriel River through El Dorado Regional Park and
onto street bike trails near the Alamitos Bay Marina in Los
Angeles County, California, USA. The South end of the SGRT
is Seal Beach. The northern segment begins near Whittier
Narrows Recreation Area, from where the path follows the
River north into South El Monte, Baldwin Park and Irwindale
to the Santa Fe Dam. The path crosses the river on Arrow
Highway next to the main spillway, then loops back to climb
a steep ramp up to the rim of the Santa Fe Dam in Irwindale.
The path traces the rim of the dam around to the east of the
food basin and park, with access at Azusa Canyon Drive.
The path runs to the end of the dam abutment near the
Miller Brewery and turns west to jog back to the river. The
path fnally ends at State Route 39 where it exits the narrow
canyon in the extreme north of Azusa.
Figure 5-5: Irwindale Gold Line Station Design
Source: Foothill Construction Authority, 2014 (ND)
B B
3-Level
STATION
PARKING
STRUCTURE
350 spaces
AVENIDA PADILLA
IR
W
IN
D
A
L
E
A
V
E
(a
b
o
v
e
)
IRWINDALE STATION
ADELANTE ST
W. OPTICAL DR
LEGEND
Street Tree
Pedestrian Light
Pedestrian Connection
Bench
Proposed Bus Stop
Bike Lockers & Racks
Landscape
Metro Right of Way
(area to be fenced)
New Trafc Signal
B
0 80 20 40 40
Gold Line Foothill Extension Pasadena to Azusa
Irwindale
Irwindale Station
Ticket Vending Area
Emergency Gates
Station Entry Bike Facilities
LRT Track
Freight Track
Bus bypass
Traction
Power
Substation
Future City
Development
Area
210 Freeway
J ardin de las R
ocas
NewSidewalk
w/Pedestrian Lighting
STREET NAME EXISTING CONDITION
N. Irwindale Avenue
Approximately 80 curb-to curb; 2 or 3 lanes each direction;
15painted median; 10 feet above grade
Avendia Padila
Approximately 37 curb-to curb; 1 lane each direction with on-
street parking on each side
Irwindale Avenue
These two side roads are both narrow, two-lane roadways
with no sidewalks
5.3.1 Station Selection
The determination of station locations was in consultation with the cities along the proposed right of way
during both the alternatives analysis and EIR/EIS process. A number of concerns were raised, most related to
the fact that the alignment runs through the Downtown areas of each city, creating an optimal location for
the stations. Furthermore, the original passenger and freight line in the Los Angeles metropolitan area, now
owned by Metro, ran through the area left historic depots in the cities.
Based on the structure and nature of the cities, diferent cities envisioned diferent types of development to
utilize the station locations. For example, cities like Monrovia, Azusa, San Dimas, and Claremont planned to
adapt historic structures in a way that fts the light rail transit (LRT) station. On the other hand, cities without
the historic resource planned for transit plazas, mixed-use developments and/or diferent ways of incorporating
the station with unique features of the communities did not utilize the full potential of this transit opportunity.
It appeared that frst choice station locations proposed by cities were identifed by the consultant, team
engineers, planners and architects as technically acceptable. However, cities that had two or more choices
were screened based on the following:
5.3 Futur e Stati on Condi ti ons
Track curvature, horizontal alignment, or vertical alignment did not allow for conformance
with LACMTA Design Criteria and/or Americans with Disabilities Act (ADA) regulations.
The neighborhood in which the station was to be located was not conducive for transit use
(i.e., residential and or industrial).
The right-of-way was too narrow at the proposed location, thus requiring additional land
to be purchased.
The station platform for the City of Irwindale would be located east of the Irwindale Avenue overpass. A side
platform station is proposed in this location due to constraints of the Irwindale Avenue overpass support columns
and the adjacent freight tracks (both mainline and sidings). Access to the platforms would be via both the eastern
and western ends (Figure 5-5).
Table 5-2: Existing Condition of Related Streets
5.3.2 Station Alignments
.
According to the addendum to the EIR prepared in 2007, the station location was shifted approximately 75 feet eastward
from the previous location to provide better pedestrian access from the station parking area and nearby bus stop (Metro
Gold Line, 2010).
5.3.3 Station Platform
The platform for the Irwindale station is planned to be located east of the Irwindale Avenue overpass. A side platform station is
also necessary in this location due to constraints of the Irwindale Avenue overpass support columns and the adjacent freight
tracks (both mainline and sidings). Both eastern and western ends of the station would be the main access to the platforms.
Currently, connections to the station are restricted through the major streets. The North Irwindale Avenue (major street near the
station) is elevated intersecting with the I-210 Freeway from Adelante Street to Foothill Boulevard. This prevents southbound
drivers from directly accessing the station. Travelers have to rather drive down on Adelante Street with about three (3) right
turns. Also, the streets near the station have driveway-like confgurations with one-way ingress and egress opposed to a more
straightforward 4-leg intersection.
Figure 5-6: Planned Changed Route about Line 185
Source: Metro Gold Line, 2011
5.3.4 Future Plan for Bus Interface
Funded by a grant from the federal government, the Metro Gold Line Foothill Extension Construc-
tion Authority conducted a study from late 2009 to August 2011, to analyze how buses, pedestrians
and bicycles will interface with the future stations, and made recommendations for potential areas
of improvements that could be implemented to create better access for future riders. One of the
most important recommendations from this report is bus systems modifcations for existing routes
to better combine these two transportation modes (Metro Gold Line, 2011).
According to the Studys improvement plan, the new Foothill 185s origin and destination will remain
the same, as well as its schedule. However, for the routing it will divert from Irwindale Avenue to
Irwindale Station in both directions when the Gold Line Extension opens (Metro Gold Line, 2011).
Northbound buses would turn right from Irwindale Avenue onto Adelante Street, turn left and
continue north onto Avenida Padilla to a new bus stop located on the north side of Avenida Padilla,
southwest of the station. Departing buses would continue west on Avenida Padilla, pass under the
Irwindale Avenue bridge and turn left, running parallel to Irwindale Avenue until the trafc light at
Adelante Street and Irwindale Avenue, where the existing routing would be resumed. Buses running
in the southbound direction would turn left at the intersection of Irwindale Avenue and Adelante
Street, follow the same itinerary as described for northbound service and then continue south after
the trafc light at Adelante Street/Irwindale Avenue(Metro Gold Line, 2011).
The bus stop would be located on north side of Avenida Padilla partially under the Irwindale Avenue
overpass, and accessible from the west end of the LRT platforms. To diferentiate and avoid conficts
between northbound and southbound buses, the new stop would have two bus positions and should
include a new concrete bus pad. There are no bus layovers planned at this station unless Route 185
is shortened to terminate here (Metro Gold Line).
5.3.5 Bicycles and Pedestrian Environment
Bicycles Access
The City of Irwindales 2020 General Plan does not emphasize any bikeways or bike amenities. From
the latest station implementation design, we see the space for bike lockers and racks is designed in
northeast of the intersection of Avenida Padilla and Irwindale Avenue.
According to our interview with local jurisdiction ofcials, the city is participating more into the new
construction of bikeways. Along with the built of new Irwindale LRT station, the planning commission
is considering about building more connection between the station and other parts of the city like
Santa Fe Dam. Currently they are considering applying for federal grants for bicycle related improve-
ments, including improvements in the vicinity of the Gold Line Station and San Gabriel River Trail.
Additionally, a Class I bike path of approximately 2.6 miles has been proposed by the County of Los
Angeles along Big Dalton Wash, running from Irwindale Avenue to Barranca Avenue, through Azusa,
Irwindale, and unincorporated Covina (Whittier Daily News, 2012).
Pedestrian Environment

Pedestrian linkages and amenities are not addressed in the City of Irwindales 2020 General Plan.
Besides, property alignments and existing grades on some portions of roadway leading to the station
will make it difcult to add a sidewalk. From the latest station implementation plan, we see under
such circumstances though, sidewalks are designed on three places:
Both sides of East Irwindale Avenue which will replace the current vegetation; the
sidewalk along west side will connect the existing sidewalk on elevated North Irwin-
dale Avenue;
Partially on north side of Avenida Padilla and under overpass, to connect the platform
and bus stops;
Along north vacant space near parking structure.
In addition, there are two crosswalks planned on Avenida Padilla near the platform to connect these
sidewalks and curbs are designated for each sidewalk from disability consideration. Pedestrian lights
will be located along the sidewalks to reduce safety concerns.
5.4.1 Bicycle and Pedestrian Environment
There is currently no direct access to the station area for pedestrians and bicyclists alike. Most signif-
cantly the Irwindale Avenue underpass has no-walking signs on both sides of the street. Even more
critical is the fact that almost all the streets are dedicated truck routes due to the location of industries
near the station. With missing sidewalks safety concerns are raised about patrons who may have to
walk or ride bikes or the ability of people with disabilities to access the station. The station render-
ings provide a seemly multi-modal commuter station but in reality little is seen around the station
area. Montoya Street is supposed to have pedestrian improvement on sides while other sides of the
streets are supposed to be improved where existing sidewalks are narrow.
According to the Construction Authority, the station is designed to be car oriented due to the
restrictions at the station area. Patrons are expected to drive to the parking structure and leave to
the station platforms. Other patrons without vehicles are expected to take the bus and access the
station platforms from the bus NB and SB platforms. The station is equipped to give equal access to
all patrons including people with disabilities with special features to enhance this.
5.4.2 Local Transit Interface
For surface transit to be a competitive access mode to rapid transit, it must provide passengers with
a seamless journey. Walking distances must be short and confict free, bus service must be frequent,
and the bus and rapid transit station environment must be pleasant. Transfers should be free, where
possible, and at a minimum fare collection technologies should be integrated with one another. With
the local bus connection to Irwindale Station, several issues should be addressed.
Foothill Transit Route 185
Bus is the major alternative to driving for rapid transit rider that live more than mile from transit
stations. It can help expand the station catchment area considerably, particularly for riders that do
not have a car. Also, it is an important access mode for the elderly and mobility disadvantaged (Cofel
Kathryn et. al. 2012).
In 2010, the percentage of residents who took public transit to work was 10%. The population within
age range 55-65 take 11.1% rate(Hon. Gene Murabito et al ,2013). The potential for these groups to
utilize the Gold Line cannot be ignored The route of Line 185 serves the most of area in Irwindale and
create a potential opportunities for residents, employers to access to Irwindale Station by public transit.
The evaluation on the bus operation can be conducted in the following aspects.
Locations of Bus Stops:
Bus stops should be placed in the locations that make walking routes to stations short and safe. The
planned bus stop is located under North Irwindale overpass is very close to the Irwindale station.
With better design, the bus stop can be more visible for transit riders.
The southbound and northbound buses follow the same itinerary in this area, while there is only one
stop for both directions to operate. this can lead to confusion for bus users and lead to wrong board-
ings. However, because of the limits of road it is not feasible to add another bus stop and bus pad.
Bus Service
Connecting bus services should operate at relatively frequent headways. Route headways generally
should not exceed 10 to 15 minutes in the peak hour and should not exceed 12 to 20 minutes in
the of-peak (Cofel Kathryn et. al. 2012). The bus schedules are not adjusted for the trains arrivals
and departures. Foothill 185 runs every half an hour while Gold Line operates every 6-20 minutes
according to diferent periods of diferent days. An efcient and comfortable transfer time between
the rail and bus system cannot be guaranteed. Efcient transfer is an important indicator for succesful
combination of diferent travel modes; convenient geographical access is not enough.
Environment Near the Station
A safe, comfortable, and convenient environment for intermodal transfer is essential. Perhaps the
most important component of station access is where riders spend a considerable amount of time.
Passengers need to know where they can stand safely. However, the location of Line 185 under north
Irwindale overpass is not perceived as safe for bus users. The station-served area is industry-dominated.
Commuters using the bus might have safety
concerns. With station area redevelopment,
there is the potential to add vitality and
increase the perception of safety.
Is Line 185 sufcient to serve the area? Any
other improvements?
Station type provides a general idea of the
attributes and access/egress mode charac-
teristics associated with the diferent station
and their primary function within the great
transportation system. Analyzing the existing
condition of the station shows the station
area is automobile-oriented with low density,
low building height, and many parking lots.
Transportation CRP Report provides some
suggestion on station access typology. The
table defnes station type in term of land use,
density, scale and distance from CBD. The
Irwindale Station area can be categorized
as a suburban employment center closely
linked to freeway. Employer shuttle is highly
emphasized in the table. Shuttles provides a
useful complement to regular transit service,
particularly to sites such as larger employers
and parks (Cofel Kathryn et. al. 2012).
Within the boundary of Irwindale, the Santa
Fe Dam is a major regional destination. It
holds several events each year and attracts
large numbers of visitors. Just as stated in the
existing condition, in Santa Fe Dam parking
is very limited and imposes great pressure
on residential on-street parking. At the same
time, City-wide residential on-street parking
policy will be in confict with the existing
parking situation of Santa Fe Dam.
Thus, there is a great potential to attract
visitors by using public transit to access the
Dam. In this way, better connection with the
Dam will be crucial. Route 185 only served
the area along Irwindale Avenue. The Dam is
only indirectly connected to the major road
by Arrow Highway. Source: Cofel Kathryn et. al. 2012
Table 5-3: Station Access Typology
Figure 5-5: On-street Parking near Irwindale Gold Line Station Figure 5-6: Proposed Parking Facility
Source: Google Map (Base map) Source: Foothill Construction, N.D
A light rail station can become an extension of the commu-
nity it serves or is located within. Usually communities
or neighborhoods appreciate facilities near LRT stations
designed to ft the existing character, creating a better
appreciation of the station as a community asset. The title
of the art for the Irwindale station is Pioneros de la Rivera
de San Gabriel representing the almost 90% Hispanic
5.5 Stati on Ar ea Ar t
5.6 Par ki ng
According to the City of Irwindale General Plan, the city does not currently provide public parking structures. On-street parking
is restricted on most of the citys primary streets except the southern section of Irwindale Avenue. Street parking is however
permitted on secondary and local streets.
community. Residents of Irwindale from history present unique
characteristics: the frst Spanish-speaking Protestant Church in
the United States; the frst Spanish-speaking City Council in the
United States; and then a very real story of economic transfor-
mation. This will be displayed in the proposed art for the station
to remind patrons of the dynamic element of the city while
accelerating and decelerating the trains.
There is an on-going review of the Residential Parking Program establishing parking standards
and regulations applicable to the neighborhoods in the city. Additionally, the program will also
evaluate the feasibility of supplemental on-street parking restrictions and permit parking programs
as a way to eliminate the storage of extra vehicles on city streets (Irwindale Planning Division,
2008). Parking is not permitted on Irwindale Avenue within the half-mile radius of the Irwindale
Gold Line Station. Single sided parking is however permitted on Avenida Padilla and Adelante
Streets as seen in Figure 5-5.
Approximately 700 parking spaces are required for the station by 2025. By opening day (2015) about
350 (half ) of the parking spaces will be required. The proposed Irwindale Station parking structure
is set to be located at the southwest corner of Irwindale Avenue and Avenida Padilla, adjacent
to the Irwindale Station. This 3-level parking structure would be located below and immediately
west of Irwindale Avenue. This site is located approximately a quarter mile southeast of the I-210
freeway and a quarter mile east of North Irwindale Avenue on property currently owned by Miller-
Coors Brewing Company. The parking lot was previously scheduled to be located on the North of
the station platform as shown in fgure 5-6 below. The parking facility for the station will include
bicycle parking and lockers. Metro is the builder, funder, and operator of the parking facility.
Metro is partnering with the Construction Authority with the design-build-transfer partnership.
5.6.1 Parking and Land Use
The proposed Irwindale LRT Parking Structure and the existing San Gabriel River Bridge are all
located in the City of Irwindales Northeastern Planning Area (Exhibit 1-3 of the 2008 Irwindale
General Plan). The proposed LRT parking lot/structure is designated as Industrial/Business Park,
which corresponds to the CM (Commercial Manufacturing), M-1 (Light Manufacturing), and the
M-2 (Heavy Manufacturing) zones. The proposed San Gabriel River Bridge Replacement is located
in Open/Space Easement land use designation, which applies exclusively to all open space areas
used for food control. Land uses within this designation may include other uses, subject to
approval of a conditional use permit. The proposed refnement at the San Gabriel River Bridge is
not subject to the local permitting requirements. However, the Authority will work with the City
of Irwindale and USACE to address land use concerns.
Figure 5-6: Parking and Land Use
Source: City of Irwindale General Plan Update - June 2008
5.7 Par ki ng Mangement
5.7.1 City of Irwindale
According to the city of Irwindale General Plan, the Police Department
assists in trafc control and enforcement together with Los Angeles County
Sherrif Department (oversees the Dam and Recreation Area). We therefore
assume that currently the police department is also in charge of the parking
enforcement in the city.
Currently, little is known about parking enforcement and fees charged in
the city except parking in the Santa Fe Dam and Recreation, which cost
$10.00 on weekends and holidays. However, it should be stated clearly here
that the County manages the Recreation Area; therefore parking fees are
to be instituted and managed by the County. This further imposes on and
of street parking in the city of Irwindale that is free. Parking restrictions on
business premises may vary but unlikely to include fee charges to customers.
5.7.2 Parking Management (Gold Line Station)
Many parking lots near Metro stations are free to encourage park and ride
activity. In exceptional cases unless managed by the city a minimum daily
and monthly charges may be applied. It is assumed that the parking facility
proposed for the Irwindale station will be open to transit patrons at little
or no-charge.

The 3-level station parking structure at the Irwindale Station was proposed
due to the proximity of the station to the I-605 and I-210 freeways. Forecast
for number of spaces needed was projected in relation to the ridership
forecast for the station. Due to the unfriendly nature of the station area
especially to pedestrians and bikers patrons are presumed to drive to the
station. This further implies the park and ride strategy will be utilized at
the station. Additionally, the Irwindale station is treated as a commuter
station and patrons will be able to access the parking facility free of charge
but would need their TAP cards as a proof to park in the facility.
Park and ride is one of the most dominant parking facility types with the
intention to accommodate transit riders who travel from transit scarce, low
density regions to regional center destinations. Transit patrons are able to
drive to the train station and transfer for the rest of the trip to the various
destinations. Park-and-ride connects travel modes in a single trip also
ofering greater accessibility to transit stations to boost transit ridership.
Not only that, if carefully planned and integrated into the comprehensive
transportation system, park-and-ride can encourage a shift from single
occupancy vehicles to high occupancy modes. This can also be considered
an efcient model to meet future urban travel market needs (Spillar, 1997).
One most important point to note will be the location of the residents of the
city of Irwindale is not immediately close to the station. Target riders from
the city are more likely to drive from the South of the station area, park at
the parking structure and continue the commute.
City of Irwindale
2020 General Plan

42

Foothill Blvd.
210 Frwy
Arrow Hwy.
Arrow Hwy.
Irw
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Residential
Commercial
Regional Commercial
Commercial/Recreation
Industrial/Business Park
Public/Institutional
Parks
Exhibit 2-3
City of Irwindale Land Use Plan Base Land Use Designations
City of Irwindale General Plan
Open Space/Easements
Quarry Overlay
North
Commercial/Industrial
Irwindale LRT
Station Parking
Structure
San Gabriel
River Bridge
Best Practice
For Parking Pricing and Management
Figure 5-8: BART Parking Structure
Source: http://upload.wikimedia.org/wikipedia/commons/b/
bb/Concord_BART_Parking_Structure.jpg
Parking management strategy must be evaluated as one of the essential components in
determining the overall success of a transit system. Parking management is a comprehen-
sive system and need to involve diferent expertise. The parking restriction near transit
station, the design of the facilities, the park-and-ride zoning, the parking demand and
supply number, and the parking price are, elements that need to be taken into considera-
tion in terms of parking management. These factors afect the potential for development
projects to locate near transit stations. By implementing good parking policies near the
transit station, the area may beneft from: 1) reduced driving and VMT; 2) low cost and/
or generating revenue; 3) catalyst pro-market and smart growth; and 3) promotes social
equity. In this section, two parking cases will be evaluated emphasizing on diferent aspects.
The 2 case studies are: Bay Area Rapid Transit (BART) and Washington Metropolitan Area
Transit Authority (WMATA). At last, by analyzing the cases, we conclude the take away
lessons, which can be applied to the Irwindale Station.
San Francisco Bay Area Rapid Transit (BART)
Bay Area Rapid Transit is a rapid transit system serving the San Francisco Bay Area. The rail
and subway system connects the cities in the East Bay and the suburbs area in northern
San Mateo County. With 44 stations in four counties, BART operates fve routes on 104
miles (Bay Area Rapid Transit, 2014). BART is the ffth-busiest heavy rail system in the
United States.
Currently, the weekday boarding of BART is 340,000 (Nelson/Nygaard, 2010). There are
32 park and ride stations in the system, and the total parking spaces are 46,500 (Nelson/
Nygaard, 2010). The parking price of the transit is divided into 3 diferent scenarios: daily
parking fee, monthly reserved parking, and multi-day/long term parking. The daily parking
fee is variable from $1.00 to $5.00 per day at 23 stations (Nelson/Nygaard, 2010). The
monthly reserved parking fee is between $30 and $115 per month, which up to 25% of
spaces is reserved for (Nelson/Nygaard, 2010). For multi-day/long term parking, the fee
varies from $5.00 to $6.00 per day at selected stations (Nelson/Nygaard, 2010).
Washington DC Metropolitan Area Transit Authority (WMATA)
Washington DC Metropolitan Area Transit Authority is an innovator in parking pricing and
joint transit oriented development. WMATA operates 5 subway routes and the Metro bus,
which covered the Washington DC Metropolitan Area. The weekday boarding number
of the system is 798,000 (Nelson/Nygaard, 2010), which is a larger scale than BART.
As of 2002, 62% of passengers accessed station by bike or on foot, 16% drove and parked
at the station, 16% transferred from other transit system, and 6% are either carpooled
or took a cab to the station (Nelson/Nygaard, 2010). In order to accommodate the
park and rider commuters of the transit system, WMATA owns and/or operates 58,317
commuter parking spaces at its 86 Metrorail Stations (Nelson/Nygaard, 2010). All parking
is paid parking, with commuters fees of $3.25 to$8.50 or more per day depending on
the location of the station (Nelson/Nygaard, 2010).
WMATA makes all decisions regarding parking supply and management, including the
potential for shared parking with TOD. The agency seeks to establish shared parking
arrangement with developers/property owners and their tenants to increase the
maximum efciency in parking utilization. The general proposal about share parking
is to share the limited supply of parking between restaurant and entertainment land
use with peak demand in peak hours.
Key Lessons
Customized, fexible pricing system
In the BART case, as the pricing system has been broke down into diferent schemes, it
meet the needs of diferent customer groups. By segmenting the market, and imple-
menting price strategies, which are appropriate for diferent groups, BART successful
tailored its pricing system to each sub-market (e.g. short-term parkers, commuters
seeking guaranteed reserved station parking, occasional daily commuters traveling
at peak hours, park-shop-and rid traveler, and long-term parkers). As transit station
has various functions, therefore its innovative to set up a customized, fexible pricing
system based on diferent demand and station function.
Shared Parking
As TOD projects are easily boosted around transit station, therefore shared parking is a
feasible option to increase the efciency utilization of the parking spaces, and increase
the revenue. Take the example of Rhode Island Avenue Station, with shared parking
that developers/property owners the stations parking has been utilized efciently. If
Irwindale station considers a TOD project, shared parking strategy is feasible to attract
more visitors to the station, and make the place more viable.
Part II:
Development Scenarios and Recommendations
References
Bay Area Rapid Transit, Retrieved from: http://www.bart.gov/about/history/facts
City of Irwindale, & Irwindale Community Redevelopment Agency. (2011). Economic strategic plan. Retrieved from
http://www.ci.irwindale.ca.us/Portals/6/city%20of%20irwindale/community%20development/irwindale-economic-
strategic-plan-ADOPTED-101211[1].pdf
Cofel Kathryn et. al. 2012 TCRP Report 153, Guidelines for Providing Access to Public Transportation Station
Irwindale Planning Division. (2008). City of Irwindale 2020 General Plan. Retrieved from http://www.ci.irwindale.ca.us/
Portals/6/city%20of%20irwindale/planning/general-plan- june-2008[1].pdf
Hon. Gene Murabito et al , Profle of City Irwindale, Southern California Association of Government, May 2013.
Jefery Tumlin, Best Practices in Transit Area Parking Management, Retrieved from: http://tod.drcog.org/sites/default/fles/
Nelson_Nygaard_Presentation.pdf
Los Angeles to Pasadena Metro Blue Line Construction Authority/Metro Gold Line Foothill Extension Construction Authority
(Construction Authorities). (2007). Gold Line Foothill Extension Pasadena to Montclair Final Environmental Impact
Report. Retrieved from http://www.foothillextension.org/construction_phases/azusa_to_montclair/fnal-environ
mental-impact-report-completed-2007/
Metro Gold Line Foothill Extension Construction Authority (Metro Gold Line). (2007). Gold Line Foothill ExtensionPasadena
to Montclair Final EIR (Foothill Extension EIR). (2007). Retrieved from http://www.foothillextension.org/images/
uploads/Chapter%202%20Alternatives.pdf
Metro Gold Line Foothill Extension Construction Authority (Metro Gold Line), Parsons Brinckerhof, IBI Group, and Melndrez.
(2011). Metro Gold Line Foothill Extension Bus Interface Plan. Retrieved from http://www.foothillextension.org/
construction_phases/pasadena_to_azusa/station-bus-interface-study/
Metro Gold Line Foothill Extension Construction Authority (Metro Gold Line). (n.d.). IrwindaleAbout the station. Retrieved
from http://www.foothillextension.org/cities-stations/irwindale/
Nelson/Nygaard Consulting Associates, Transit Agency Parking Pricing and Management Practices, Retrieved from:
http://tod.drcog.org/sites/default/fles/documents/Transit%20Agency%20Parking%20Pricing%20and%20Manage
ment%20Practices_%20Peer%20Review.pdf
Spillar, R. J., (1997) Park and- Ride Planning and Design Guidelines. Parsons Brinckerhof Inc. Open Penn Plaza, New York.
Retrieved from http://www.pbworld.com/pdfs/publications/monographs/spillar.pdf
Topic-specifc
r ecommendati ons
for the
devel opment and
success of the
I r wi ndal e stati on.
I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 7 1
Development
Scenarios
Through collaborative research and analysis, this report has formulated
topic-specifc recommendations in efort to efectively propose four inclusive
plans for the development and success of the Irwindale station. The identi-
fed factors that heavily infuence these recommendations include Irwindales
demographics, land use and zoning policies, and transportation and mobility
norms. Specifcally, Irwindale comprises a working class commuter community,
which occupies employment positions in industrial and manufacturing parks
that are close in proximity to brownfelds, inactive quarries, freeway corridors,
the Santa Fe Dam, and San Gabriel River.
Because Irwindale is not traditionally characteristic of transit-oriented devel-
opment, the success of this station in regards to ridership, public attraction,
and economic development for the city is highly compromised. However,
if properly and creatively managed, the resources of this community can
produce development success. This report will propose four plans based on
time scales, budget constraints, and design complexity, and they are as follows:
1) Complete the station as planned with no additional design or purposes, 2)
Create a station according to commuter and employee needs, 3) Develop the
station as a destination site with linkages to the Santa Fe Dam and San Gabriel
River, and 4) Design a station with destination attractions and amenities for
commuters and local employees. Each of these recommendations will constitute
a proposal detailing best practice models, costs and budget requirements, and
implementation strategies.
6.1.1 Goals and Objectives
Goals
The city of Irwindale envisions its station as an opportunity for redevelopment and
pedestrian-friendly design. As a city with just over 1000 residents, the Irwindale Station
Plan seeks to make the most of existing policies and resources surrounding the station
by serving the local industrial employment center and utilizing the close proximity to
the Santa Fe Dam, San Gabriel River, and neighboring cities. Specifcally, the goal is to
create an active transportation connection from the Irwindale station to the mentioned
sources to forge connections that will reduce travel time, preserve the environment, and
allow for economic, social, and cultural exchange. This scenario envisions the extent of
this occurring if no further actions than those currently planned by the Gold Line Foothill
Extension Construction Authority and the City of Irwindale take place.
Objectives
Create an active transportation connection from Irwindale to the industrial employ-
ment center and neighboring cities.
Create connection to the Santa Fe Dam and San Gabriel River.
Support pedestrian accessibility needs and safety, alleviating circulation impacts on
surrounding businesses, and minimizing impact to residential uses.
6.1.2 Summary of Policies
The Irwindale Gold Line Station shall be located within the boundaries of the Citys
Redevelopment Plan for the City Industrial Development Project to eliminate and prevent
the spread of blight.
The station location will shift 75 feet eastward to provide better pedestrian access to
and from the parking area and nearest bus stop.
Relocating the parking facility that is scheduled to be a three level parking structure
with 350 parking spaces at opening day and up to 700 total parking spaces by 2025.
The Foothill Transit route 185 is recommended to divert from Irwindale Avenue to
Irwindale Station in both direction when the Gold Line Extension open.
Consideration of an East/West Connector bus Route to follow the corridor as closely
as possible on existing city roads.
Consideration of building a connection between the station and other parts of the
city like Santa Fe Dam.
6.1 No Fur ther Acti on
6.1.3 Benefts
Demographic and Socioeconomic
Commuters travel from Los Angeles, Baldwin Park, West Covina, El Monte, Azusa, Pomona,
Pasadena, Glendora, Rancho Cucamonga, Covina, Arcadia, Fontana, Monrovia, Duarte,
and San Dimas to engage in various employment opportunities in the City of Irwindale.
Such attention is primarily due to the fact that Irwindale is a commuter city home to
many well-known manufacturing and industrial companies such as Milercoors, Southern
California Edison, Toyota Speedway, and Dcor-ative specialties, just to name a few. As a
result, Irwindale attracts many industrial and business workers from all neighboring cities
and benefts from the revenue generated by this growth. Additionally, Irwindale has
recently developed a Business center that too functions as a hub of economic develop-
ment and growth for the city. If the City of Irwindale decided to follow through with the
station plans as stated, the mentioned institutions have the potential to operate as key
assets to the city and the stations success. Namely, the station as it stands could beneft
from the industrial availability and the attractiveness of renewed jobs and employment
development.
Environment and Land Use
Irwindale has a unique location known for its natural assets. Some of these assets include
the San Gabriel River, which is within the 1-mile radius of the Irwindale station, and the
Santa Fe Dam recreation area, which is an outdoor destination attraction to cities in the
San Gabriel Valley. These natural assets soften Irwindales industrial characteristics and
provide a milieu of bicycle and pedestrian services and facilities. Accounting for these
natural resources and the proximity to the station site, Irwindales current plans could
beneft from those attracted to such activities and desire to use transit as their method
of transportation to these community resources.
Mobility and Infrastructure
As the planned Irwindale Station currently stands, there are both residential areas located
at the south side of the city and commercial areas located to the north. As a result, riders
traveling to and from home and the commercial businesses may experience a fairly close
journey to the station. This could potentially maintain ridership numbers and ensure the
use of the Irwindale station over nearby, more aesthetically attractive stations.
6.1.4 Risks
Demographic and Socioeconomic
While Irwindale is a large commuter city with daily transportation into and from, the city
contains only 148 people per square mile, which is not dense compared to the county.
Irwindale has also noted a decrease in population by 30 in a 12-year period. With this low
growth rate, the elderly are becoming the largest group in the community. The implication
of such demographic phenomenon could have adverse efects on the Irwindale station.
Specifcally, as the majority of the population becomes elderly, the desirability of public
transportation or transportation entirely, may decrease as mobility decreases. As a result,
if the Irwindale station proceeds with the designated plan, with little to no improve-
ments that garner attraction from outside populations, ridership numbers may decline.
Environment and Land Use
The General Plan details an increase in commercial density around the station through
redevelopment of brownfelds in the city; however, there are relatively few parcels of
land that are feasible for traditional transit oriented development. This idea is further
debunked by the stations design plan that overlays quarry with industrial and business
parks. Because Irwindales 1- mile radius is dominated by industrial parks and quarries, if
the station were to remain as is, there would essentially be no land to develop for other
uses. Designated and zoned in the ordinance of 1966, Irwindales land was and remains
largely dedicated to mining operations, such that 27% of the land is devoted to gravel
extraction. Conficted with the proximity to the I-210 freeway, the station as it stands has
poor mobility access, construction feasibility, and convoluted land zoning challenges. As
such, developing the Irwindale station without any improvements could have negative
implications on future development around the station.
Mobility and Infrastructure
The station is currently positioned to be elevated and intersect with the Foothill freeway
from Adelante Street to Foothill Boulevard. This position will make it difcult for south-
bound travelers to access the station. They will have to maneuver in various ways to
simply approach the station to park. This type of layout and position lessens desirability
and the riders ease of travel, which may ultimately deter them from engaging with the
station for the purposes of comfort.
Bicycles and Pedestrian Environment
Though Irwindales station is surrounded by residential and commercial areas to its north
and south, travel safety and feasibility is questionable. Looking at the current site plans,
zoning, and infrastructure, it is evident that Irwindale is not a bicycle and pedestrian
friendly environment. Due to its land use patterns and street characteristics, Irwindale was
and is currently designed as a commuter industrial city with wide roadways and narrow
sidewalks, making travel by bicycle and foot a challenge. The station areas walk score
of 53 further supports this idea of safety concerns for pedestrians and cyclists. Further-
more, both sides of the main street leading to the Irwindale station display no walking
signs, making it nearly impossible for safe and legal foot trafc to and from the station.
6.1.5 Conclusion
Irwindales unique geography and natural resources make it an attraction for naturists,
businesses, and industries alike. Moreover, Irwindales General Plan, land use policy, and
zoning regulations indicate potential for development. However, because the city is just
beginning to explore options for redevelopment of old infrastructure and underutilized
brown felds, the existing conditions around the proposed station site and the economic
and social nature of Irwindale as a whole indicate various challenges when imagining
the continued success of the station as it stands.
Goals
The future Irwindale Gold Line Station is located in area of industrial ofce space, with employees of those companies
commuting from around the Greater Los Angeles Region. Communications with these companies revealed that the
area has a greater capacity for employees than it does parking space for these employees. In addition, the station
is situated just south of the I-210 right before its interchange with the I-605. At peak commute times, this area can
become congested with commuters heading toward employment centers in the San Gabriel Valley and further west
in Los Angeles.
These set of proposals seek to address these two scenarios: capacity for employment that cannot be met while single-
occupant vehicle commutes are common and the heavy freeway congestion in the region. Through improvements
to basic mobility-related infrastructure, parking policies and programs, outreach to local businesses, and allowing
for the potential for retail development, this scenario proposes changes that will encourage those employed in the
area to use the Gold Line to commute to work and those in peak hour congestion to leave their vehicles at the station
and continue their trip by rail.
Objectives
Enhance the business community near Irwindale Station.
Enhance the non-motorized access for employees around the Station.
Improve the transit Linkage for workers around the station.
Provide high-quality parking service for commuters.
Guarantee the interests of residents.
Objective 1: Enhance the Business Community near Irwindale Station
To catalyze those employees to use Gold Line station, several incentives are needed, such as company
subsidy, parking cash-out, etc.
Objective 2: Enhance the Non-Motorized Access for Employees Around the Station
Design the Class III bike route within the Northeast Industrial Zone, adjacent to the station, to
encourage employees to commute by public transit.
For immediate station area, set platforms and associated ramps/walks for people arriving at the area.
Add crosswalks and other street and sidewalk amenities to increase the comfort of pedestrian
activity in the area.
Install street trees on east side road of North Irwindale Avenue.
Objective 3: Improve the Transit Linkage for Workers around the Station
Enhance the transit service including minimal and predictable wait times between modes. Passen-
gers tend to consider time spent waiting for a bus or train as more burdensome than time actually
spent traveling.
Connecting bus services should operate at relatively frequent headways. Route headways generally
should not exceed 10 to 15 minutes in the peak hour, and should not exceed 12 to 20 minutes in the
of-peak.
Employer-Based Transit Use Bonus Plan should be promoted and implemented in industrial Park of
Irwindale and Provide price incentives to draw people out of automobile.
Provide Peak Hour Shuttle Service for workers to access Irwindale Station.
Objective 4: Provide high-quality parking service for commuters

Preferential parking for carpools and vanpools. This is an inexpensive way of encouraging HOV
commuting in the city and increasing mass movement versus the adverse impacts of single occupancy
vehicles.

Objective 5: Guarantee the interests of residents

Residential parking permit ordinance. The city is currently reviewing residential parking permit
ordinance, which should be implemented to reduce the problems associated with parking spill-
over on nearby non-residential activity centers.
6.2 Commuter / Empl oyment Or i ented Stati on
Source: http://blogs.canada.com/2012/03/11/prepare-for-a-tighter-commute-through-union-station-on-monday-morning/
train-commuters/ http://blogs.canada.com/2012/03/11/prepare-for-a-tighter-commute-through-union-station-on-monday-
morning/train-commuters/
Source: The base map is from Google maps Source: The base map is from Google maps
6.2.3 Context for Recommendation
The Irwindale Gold Line Station is currently envisioned as a commuter station. Due to its proximity to the I-210/I-605
interchange, it is anticipated that most commuters heading from eastern Los Angeles County and San Bernardino
County towards employment centers in the Pasadena and Downtown Los Angeles areas will stop at this station to
continue their commute on the Gold Line before reaching the trafc choke point at this interchanges.
This section recommends additional policies and programs to further leverage this stations potential as a commuter
and employment center. They are informed by the areas proximity to the freeway interchange and the employment
center, as evaluated in previous chapters.
6.2.4 Policies and Programs
Bicycle Access Improvements
There are 7951 workers in the 1-mile radius area and 3883 workers in the 1/2 mile radius area of the Irwindale Station.
For people who are facing economic hardships, biking and taking mass transit, are the most afordable alternatives
to get around. Under such circumstances, having more routes, lanes and paths will help make bike commuting safer
and more convenient. Based on this scenarios consideration of the station as a commuter station, we recommend the
following Class III bike route within the Northeast Industrial Zone, adjacent to the station, to encourage employees
to commute by public transit.
Pedestrian Environment Improvements
Where no other sidewalks can be added due to the private property, consideration should
be given to extending curbs into adjacent parking lanes to incorporate a pedestrian path of
travel. Open space opportunities could be realized in the form of public plaza at the station
entrance at two places: the current vacant area along east side of North Irwindale Avenue;
north area of parking structure. A transit-oriented pedestrian plaza with shade, seating, vendor
kiosks, and other transit amenities could be positioned to activate the station entrance and
provide increased eyes on the street in this industrial area.
According to the Bus Interface Study, to improve pedestrian environment, the design should
be from two aspects: connectivity improvements and pedestrian comfort enhancements.
Connectivity Improvements
For immediate station area, set platforms and associated ramps/walks for people arriving
at the area;
Add painted crosswalks on four intersections near the station;
Add ramps/walks to connect with parking structure;
Construct curb ramps for crosswalks leg;
Extend curbs into adjacent parking lanes to incorporate a pedestrian path of travel on
Avenida Padilla and east side road of North Irwindale Avenue;
Pedestrian Comfort Enhancements
Provide pedestrian scale illumination in addition to overhead cobra lights along all the
sidewalks in the area;
Install street trees on east side road of North Irwindale Avenue;
Add enhanced crosswalks on the two crosswalks to cross Avenida Padilla.

74
A COMPREHENSIVE PLAN FOR THE IRWINDALE METRO GOLD LINE STATION
METRO GOLD LINE FOOTHILL EXTENSION IRWINDALE GOLD LINE STATION STUDY

Figure 6-1: Class III Bike Route within the Industrial Zone

Pedestrian Environment Improvements
Where no other sidewalks can be added due to the private property, consideration
should be given to extending curbs into adjacent parking lanes to incorporate a pedestrian path
of travel. Open space opportunities could be realized in the form of public plaza at the station
entrance at two places: the current vacant area along east side of North Irwindale Avenue;
north area of parking structure. A transit-oriented pedestrian plaza with shade, seating, vendor
kiosks, and other transit amenities could be positioned to activate the station entrance and
provide increased eyes on the street in this industrial area.
According to the Bus Interface Study, to improve pedestrian environment, the design
should be from two aspects: connectivity improvements and pedestrian comfort
enhancements.
Connectivity improvements:
For immediate station area, set platforms and associated ramps/walks for people
arriving at the area;
Station
Figure 6-1: Proposed Class III Bike Route within the Industrial Zone
Figure 6-2: Irwindale Station Area Pedestrian Environment Alternatives
Source: Metro Gold Line Foothill Extension Construction Authority, 2011
ii: No sidewalk exists currently and property alignments will make it difcult to add a
sidewalk. Consider extending curb into parking lane to incorporate a pedestrian path of
travel.
Design Proposal
Based on the Bus Interface Plans pedestrian environment suggestions, the existing imple-
mentation station design has made some improvements:
Adding sidewalks on A and B; moreover, the plan has already added sidewalk on west side
of B to connect elevated North Irwindale Avenue.
Add two enhanced crosswalks on Avenida Padilla at 1 and 2.
Additionally, overhead cobra lights will be placed along all the sidewalks.
All the above implementations will help create a friendly pedestrian environment for station
area, and increase the comfort for commuters to utilize the public transit. On this basis, we
propose these suggestions to move it forward.
Extend curbs into adjacent parking lanes to incorporate a pedestrian path of travel on
north Avenida Padilla.
Add three crosswalks to connect the existing sidewalk, to create a direct access for pedes-
trians enter the whole station area.
Install street trees on east side road of North Irwindale Avenue.
Improve the landscape for the vacant area along elevated Irwindale Avenue; transfer it
into an open space.
An open space opportunity could be realized for the north area of parking structure.
Figure 6-3: Pedestrian Environment Improvement Design

76

ii No sidewalk exists currently and property alignments will make it diffi cult to add a sidewalk. Consider extending curb into
parking lane to incorporate a pedestrian path of travel.

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Figure 6-3: Pedestrian Environment Improvement Design

Transit Linkages
Transit Ridership factors
Transit ridership factors have two main categories external factors and internal
factors. In the relevant studies, the external study contains socio-economic factors, spatial
factors and public finance factors. The first two of the factors have highly related to the
automobile accessibility. With high income, mid-age, living outside of the downtown area
people will have high vehicle availability and are less likely to use public transit. Public funding
of transit reflects demand for and popular support of public transit.
Internal factors can be pricing factors, service quantity factors, service quality factors.
Pricing mechanism is the major way to management transportation. By providing low-cost and
convenient transit service, transit ridership are definitely rising, especially when considering the
high cost of using automobile. Customer and on-street services and boarding safety is very
Add Sidewalk
Add Sidewalk
Install trees
Open
Space
Open
Space
Source: The base map is from Foothill Construction Authority, 2014
Transit Linkages
Transit Ridership Factors
Transit ridership factors have two main categories external factors and internal factors. In the relevant studies, the
external study contains socio-economic factors, spatial factors and public fnance factors. The frst two of the factors
have highly related to the automobile accessibility. With high income, mid-age, living outside of the downtown area
people will have high vehicle availability and are less likely to use public transit. Public funding of transit refects demand
for and popular support of public transit.
Internal factors can be pricing factors, service quantity factors, service quality factors. Pricing mechanism is the major
way to management transportation. By providing low-cost and convenient transit service, transit ridership are defnitely
rising, especially when considering the high cost of using automobile. Customer and on-street services and boarding
safety is very important to attract riders. A lot of studies show that riders are more attracted by service improvement
than fare decreases. Service quantity particular service coverage and service frequency are another important set of
factors that infuence transit ridership.
Bus Linkage
In this scenario, our station goal is to build a Commuter and Employment Oriented station. In the defnition, there are
two main aspects. Firstly, due to the unique location of Irwindale Station, It can be a place for workers who commute
to Los Angeles to park their vehicles and take transit to work. This way, they can avoid the peak-hour trafc congestion
on the freeways. Since the Metros parking structure is very close to the station and the pedestrian connection between
the parking structure and Irwindale Station will be improved, no extra bus service is needed.
Secondly, the city of Irwindale is a very big regional employment center, having about 12,000 workers. Providing connection
between industrial park and the station will better serve the employees there and increase the boardings at Irwindale Station.
Foothill 185 runs through the City of Irwindale by via Irwindale Avenue. To better serve the workers in Irwindale, the following
recommendations are provided.
There should be minimal and predictable wait times between modes. Passengers tend to consider time spent waiting for a
bus or train as more burdensome than time actually spent traveling. Providing real-time information about transit arrival times
helps alleviate passenger uncertainty of bus arrivals and reduces the wait time burden.
Connecting bus services should operate at relatively frequent headways. Route headways generally should not exceed 10 to
15 minutes in the peak hour, and should not exceed 12 to 20 minutes in the of-peak.
Employer-Based Transit Use Bonus Plan should be promoted and implemented in industrial Park of Irwindale and Provide
price incentives to draw people out of automobile
Provide Peak Hour Shuttle Service for workers to access Irwindale Station.
Parking
Residential Parking Permit Ordinance
The city is currently reviewing residential parking permit ordinance. The program helps to reduce the problems associated with
parking spill-over on nearby non-residential activity centers. The residential permit-parking ordinance prohibits on-street
parking during varying time periods. Generally cities post signs in each block of parking districts describing the time limits and
hours of enforcement. Residents (and business owners in residential neighborhoods) get to purchase permits exempting them
from the parking restrictions. The permit allows residents the opportunity to park in neighborhoods where they have difculty
competing with non-resident long-term parkers.
The residential parking has been implemented in several urban areas in US including Los Angeles, San Francisco- Oakland (near
the Bay Area Rapid Transit (BART) stations) and in most residential communities in Chicago. However, in Chicago residential
permits are in the form of 24 hour parking permit (Daily Residential Parking Permits) for residents and their guests only.
Preferential Parking for Carpools and Vanpools
Another way the City of Irwindale can deal with the parking bottleneck during event times at the San Gabriel Bike Trail and the
Santa Fe Dam Recreation Area will be to implement preferential parking for carpools and van pools. This is an inexpensive way of
encouraging HOV commuting in the city and increasing mass movement versus the adverse impacts of single occupancy vehicles.
Business Community
As mentioned in Chapter 3, there are 1,153 employees working within 1-mile radius of the Irwindale, and 457 employees within
0.5-mile circle. As the residential population is comparatively small, the employees working around the station are the largest
source of potential patrons of the Irwindale Gold Line Station. To catalyze those employees to use Gold Line station, several
incentives are needed, such as company subsidy, parking cash-out, etc. Whatever policies are put in place, it should be noted
that these employees have the highest potential to use public transit, and the policies incentives/drivers should more focus
on this group of people.
6.2.5 Conclusion
With the planned Foothill Extension opening of September 2015, this scenario is most feasibly implemented between the years
2020 and 2025. This strategy requires some signifcant collaboration and investment, but there also remain opportunities for
revenue to at least partially cover costs through parking permit fees and partnership with local businesses.
Goals
In this scenario, the station area should be developed into a regional destination and a lively station with weekend
activity, which serves the patrons primarily based on the local events of the community. This will be done by lever-
aging the stations proximity to the San Gabriel River Trail and the Santa Fe Dam Recreation area as well as allowing
a small amount of retail development in the station area.
Objectives
To make the Santa Fe Dam an attractive and livable regional destination.
To Improve the linkage between Santa Fe Dam and the Irwindale Station and create convenient and comfortable
connection between them.
To create a commuter-friendly destination station.
6.3 Desti nati on/ Recr eati on Or i ented Stati on
Source: http://www.meetup.com/Foodies/events/149778022/
Objective 1: To make the Santa Fe Dam an attractive and livable
regional destination
To boost more events in Irwindale by using the advantage of Gabriel River
Bike Trail and CicloSGVia.
Enhance the marketing of Santa Fe Dam to increase the market segments.
Objective 2: To improve the linkage between Santa Fe Dam and
the Irwindale Station and create comfortable and convenient
connection
Build several bike lanes from the station to the Santa Fe Dam and San Gabriel
River Trail.
Create bike-shared system in Irwindale and provide facilities support for
bike riders.
Improve and regular bus service.
Provide shuttle services in weekend to connect the station( parking lots) and
Santa Fe Dam.
Utilize the existing parking lots in weekend to serve the visitors and charge
comparatively high parking fee.
Objective 3: To Create a commuter-friendly destination station
Increase mixed-uses and density around the station by redeveloping the
existing nearby vacant land.
Utilize the existing parking lots as a parking/commercial mixed-uses place.
Integrate design of station platform, local transit interface and bike/ped facilities.
Use public art to enhance station area identity.
6.3.3 Context for Recommendation
Another recommendation for Irwindale Station to increase its functions to the
area is to turn it into a weekend station, which serves the customers based on
the local events in the community. Currently there is one big annual event in
Santa Fe Dam The Original Renaissance Pleasure Faire, which is held on every
April. This event attracts thousands of people to Irwindale, especially during
the weekend.
Based on this event and the regular visitors to the Santa Fe Dam, the Irwindale
Station can also be transformed into a weekend destination, which mainly
serves the visitors and the bicyclists to the Santa Fe Dam during weekend and
the annual events. Through bike sharing, pedestrian infrastructure improve-
ment, and public transit improvement, the connection between the Irwindale
station and Santa Fe Dam should be enhanced. Moreover, the bike lane through
Irwindale Avenue not only connects the station and the dam, but also creates
an extension of San Gabriel River Bike Trail. In this way, it could encourage more
bicyclists to choose Metro Gold Line to Irwindale, then access to the bike trail.
In this scenario, the improvement of infra-
structure near the station is highly needed,
such as improving sidewalks, adding food
retail and convenient stores, improving
the transit connection, and creating more
local events. All these elements will be
discussed as following.
San Gabriel River/Santa Fe Dam
San Gabriel River is the backbone of San
Gabriel watershed. It fows 60 miles through
Los Angeles County, starting from high
in San Gabriel Mountains down to the
Pacifc Ocean (San Gabriel River Master
Plan, 2006). The river fows across 14 cities,
included: Azusa, Covina, Baldwin Park,
El Monte, etc. (San Gabriel River Master
Plan, 2006). Its one of the most important
natural habitats in the San Gabriel Valley
area. One critical component of the river
is the San Gabriel River Bike Trail, which
starts in Duarte from the north, down
to Seal Beach in the south. This 28 miles
bike path will eventually connect to the
Rio Hondo and Whittier Greenway, and to
form the backbone of a huge trail system
for the region (TrailLink, 2014). The trail
passes through a diverse landscape both
for industrialized and natural areas, which
includes Santa Fe Dam and the Whittier
Narrows (TrailLink, 2014).
Among the trail, Santa Fe Dam is an impor-
tant segment. Santa Fe Dam Recreational
Area, which located at the foot of the San
Gabriel Mountains, is viewed as one of the
best hidden jewels of Southern California
region. The 836-arc facility boasts a serene
70-acre lake with year-round fshing and
non-motorized watercraft usage (Depart-
ment of Parks and Recreation, LA County,
2014). Moreover, the recreation area also is
home to many protected native plants and
animals. During weekends and holidays,
there are lots of bicyclists go to Santa Fe
Dam to travel the bike trail. Also, there also
many events held in the recreation area,
such as hiking, fshing, picnic, etc. Santa Fe
Dam undoubtedly is the most important
symbolic characteristic of Irwindale.
Figure 6-4: A view from the top of the Santa Fe Dam looking
South
Source: www.sandy.com/sports/bike/river/sg/
Bicycle Access
Design Guidelines
The following key principles should guide the development of all future County bikeways
and bicycle facilities:
Design Proposals
Bike lanes
From the purpose of the Irwindale Station as recreation destination combined with
Santa Fe Dam Recreation Area and San Gabriel River Trail, we propose to build several
bike lanes for connection between the station and the recreation area.
For the basis of our design proposal for bike lanes, we looked at the bike plan of
adjacent cities for reference. From Figure 6-6, we fnd that Irwindale and Duarte
currently do not have planned bicycle facilities, while Azusas bike plan will almost
cover the whole city area using diferent levels of bikeways. Two Class II bike lanes
on Arrow Hwy and W 1st St, one Class III bike route on W Gladstone Street have
reached the North Irwindale Avenue the border of Irwindale and Azusa. This actually
provides a good opportunity for Irwindale to consider how to plan its bike facilities
and cooperate with Azusa to improve the whole areas bike access. As mentioned
above, a Class I bike path of approximately 2.6 miles has been proposed by the County
of Los Angeles along Big Dalton Wash, running from Irwindale Avenue to Barranca
Avenue. Currently a bunch of bicycle-minded young people from the fedgling
group Bike SGV have participated to convince four local cities (Barranca Avenue,
through Azusa, Irwindale, and unincorporated Covina ) to ignore city borders and
begin a multi-city bicycle master plan.
Figure 6-5: Bikeways Design Guidelines for Local Streets
Figure 6-6: Existing and Planned Bike Facilities
Source: http://dpw.lacounty.gov/pdd/bike/docs/bmp/Appendix%20F.pdf Source: Metro Gold Line Foothill Extension Construction Authority, 2011
The bicycling environment should
be safe.
The bicycle network should be accessible.
Future bikeway design should ensure the
mobility of all users by accommodating
the needs of people regardless of age
or ability.
The bicycle network should connect
to places people want to visit.

8
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The bikeway network should be clearly desig-
nated and easy to use.
Bicyclists should be able to enjoy a positive
environment. Good design should enhance the
feel of the bicycling environment.
All roadway projects and improvements
should accommodate bicyclists.
Bicycle improvements should be economical.

85
mentioned above, a Class I bike path of approximately 2.6 miles has been proposed by the
County of Los Angeles along Big Dalton Wash, running from Irwindale Avenue to Barranca
Avenue. Currently a bunch of bicycle-minded young people from the fledgling group Bike SGV
have participated to convince four local cities (Barranca Avenue, through Azusa, Irwindale, and
unincorporated Covina ) to ignore city borders and begin a multi-city bicycle master plan.
Figure 6-6: Existing and Planned Bike Facilities


From this consideration, we propose two alternatives for Class II bike lanes, which need the
collaboration from Irwindale and Azusa. This implementation will have three benefits:
1. Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel River Trail;
2. Extend the already planned bikeways in Azusa to the San Gabriel Trail, which provides a
good opportunity for the bicyclists from these two cities;
3. Save facilities implementation resource and make the bikeway continuous from the
regional perspective.
Class II Bike Lane Alternative I: N Irwindale-Arrow Hwy
Alternative I starts from the Irwindale Station and goes along North Irwindale Avenue
until meets with Arrow Hwy to turn right. Part of this route along South Irwindale Avenue is
also located in the City of Azusa and such a bike lane would require cooperation between the
two cities.
From this consideration, we propose two alternatives for Class II bike lanes,
which need the collaboration from Irwindale and Azusa. This implementa-
tion will have three benefts:
Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel
River Trail;
Extend the already planned bikeways in Azusa to the San Gabriel Trail,
which provides a good opportunity for the bicyclists from these two cities;
Save facilities implementation resource and make the bikeway continuous
from the regional perspective.
Class II Bike Lane Alternative I: N Irwindale-Arrow Hwy
Alternative I starts from the Irwindale Station and goes along North Irwindale
Avenue until meets with Arrow Hwy to turn right. Part of this route along
South Irwindale Avenue is also located in the City of Azusa and such a bike
lane would require cooperation between the two cities.

Azusa has already planned a Class II bike lane on Arrow Hwy. Our design will
extend its plan further west to connect with San Gabriel River Trail. The Class
II bike lane on Arrow Hwy will overlay with two entrances on San Gabriel
River Trail, which is convenient for bicyclist to transfer onto the river trail.
Class II Bike Lane Alternative II: N Irwindale-W 1st Street
Alternative II also starts from the Irwindale Station
and goes along North Irwindale Avenue until meets
with W 1st St to turn right. Azusa also already planned
a Class II bike lane on W 1st St, and our design will
extend it further west with Irwindale.
At the intersection of W 1st St and South Peckham
Road, there are two options to continue the Class II
bike lanes. Option A is along the South Peckham Road
to meet with the entry point of San Gabriel River Trail
in Azusa; Option B is continue west on W 1st St until
the end and turn south to arrive at the entrance of the
Santa Fe Dam. Both options have difculties: Option
A needs to coordinate with the city of Azusa; Option
B needs to build the infrastructure along the route
as the existing road is not continuous.
Figure 6-7: Bikelane Alternative I
Figure 6-8: Bikelane Alternative II
Source: The base map is from Google Map

87

Figure 6-8: Bike Lane II

(2) Bike Rentals
In addition to the bike lanes, amenities to support the bike facilities are necessary to
fully utilize the area's potential. Under this scenario of planning the station as a recreation
destination on holiday, placing bike rentals around the station area will not only provide
convenience for the travelers who want to take a ride on San Gabriel River Trail, but also
increase the utilize possibility of the station. In this way, we propose to place bicycle rentals in
the parking structure for weekends and special events. People who drive or take Gold Line here
for entertainment could easily find the amenities.
Transit Linkages
As previously mentioned, Santa Fe Dam is a crucial attraction in the area, which is
located within the City of Irwindale but far from the station. Thus a transit access to the Santa
Fe Dam from Irwindale Station is a challenge. To develop the City as a successful regional
destination, there would need to be several events being held in each year. Also, by looking at
the planned land use, a regional retail center would be located within the city and on the north
side of Irwindale Station. Considering the various attractions in the city, connections between
these attractions and Irwindale Station would be important for the success of the station. Based
on the analysis, there are several recommendations.
Shuttle service connecting these attractions and Irwindale Station should be provided.
These attractions could share these services since not all are year around. In this way,
the efficiency can be increased.
Station
San Gabriel Trail
Bike Rentals

In addition to the bike lanes, amenities to support the bike facilities are necessary to fully utilize the area's potential. Under this
scenario of planning the station as a recreation destination on holiday, placing bike rentals around the station area will not only
provide convenience for the travelers who want to take a ride on San Gabriel River Trail, but also increase the utilize possibility
of the station. In this way, we propose to place bicycle rentals in the parking structure for weekends and special events. People
who drive or take Gold Line here for entertainment could easily fnd the amenities.
Bicycle Access
As previously mentioned, Santa Fe Dam is a crucial attraction
in the area, which is located within the City of Irwindale but
far from the station. Thus a transit access to the Santa Fe Dam
from Irwindale Station is a challenge. To develop the City as a
successful regional destination, there would need to be several
events being held in each year. Also, by looking at the planned
land use, a regional retail center would be located within the
city and on the north side of Irwindale Station. Considering
the various attractions in the city, connections between these
attractions and Irwindale Station would be important for the
success of the station. Based on the analysis, there are several
recommendations.
Shuttle service connecting these attractions and Irwindale
Station should be provided. These attractions could share
these services since not all are year around. In this way, the
efciency can be increased.
As a regional recreational destination, shuttle services can be
shared with the employers who provided services on Fridays.
Improved regular bus service quality should also be provided
so that riders can enjoy the convenient and comfort of more
frequent service.
Parking
Mixed-use Parking
Mixed-use parking is generally shared parking in mixed-use
developments and in mixed-use areas. This applies especially
because peak demand periods occur at diferent times of the
day. In transit oriented areas, parking facilities can be shared
with other uses nearby to ease the parking bottleneck and
spillovers.
The Santa Fe Dam usually experiences strain on parking capacity
over the weekend since most events are organized during the
weekends. The parking is limited in the areas, which generates
spill-overs to the detriment of the residents. This mixed use
parking event attendees to use the Irwindale Gold Line Station
parking facility to ease the congestion near the Recreation
area. There would need to be collaboration between Metro,
the City of Irwindale and the County (manages the Santa Fe
Dam and Recreation Area).
Shuttle-Service to Parking Facilities
After the collaboration between stakeholders has been sorted
out to allow for mixed-use of the Gold Line station parking
facility this can be considered as an incentive to drivers. This
will run more frequently than the Foothill Route 185, especially
on weekends, because the head ways increase and patrons
may not be willing to wait that long. Visitors to the Santa Fe
Recreation Dam can park at the Gold Line parking structure
and take the shuttle.
A way to improve ridership of the shuttle service may be
through advertisement either on the internet, billboards, or
other means available.
Land Development
Increase food and retail facilities to enhance commercial intensity
In this scenario, the goal is to create a commuter-friendly
destination station. Daily retail activities, including cafes,
convenient stores, and small restaurants, etc., could increase
commercial intensity around the station which might attract
more people to use transit service. Therefore, Irwindale should
consider proposing a specifc plan to increase daily retail facili-
ties by allocating commercial/ofce-mixed land uses around
the station.
According to existing land use evaluation, there is little vacant
land for adding new development around the station. The
vacant land on north of Gold Line currently owned by the city
could be a potential development site. Besides, the proposed
parking structure could also developed as a mix-used parking
structure, integrating parking and convenient stores, and
food facilities from the case study of Fruitvale Transit Village
in Oakland.
The plan could include the following strategies:
Increase mixed-uses and density around the station by desig-
nating parcel #1 as commercial/ofce mixed-uses
Increase daily retail facilities by designating parcel #2 as
parking/commercial mixed-uses
Insert green spaces to create more active, commuter-friendly
environment (Figure 6-12)
Integrate design of station platform, local transit interface,
bike/pedestrian facilities
Use public art to enhance station area identity
Figure 6-11: Fruitvale Transit Village Development
Figure 6-12: Fruitvale Transit Village
Figure 6-13: Insert Green space to create active public place
Sources:
Figure 6-11: NHHS Rail Program: Transit-Oriented Development (TOD) Success Stories, February 2014;
Figure 6-12: http://www.green-technology.org/green_technology_magazine/transit_gallery2.htm (Middle);
Figure 6-13: http://www.eastorlandopost.com/orlando-limit-food-truck-operations (left top);
http://kwtexas.fles.wordpress.com/2013/08/nyc_paley_park_nyc_xlarge.jpg (left bottom);
Photography by author (right)
Best Practice
For Land Development
Fruitvale Transit Village, Oakland, CA: A mix-used
parking structure transferring from a surface parking lot
The Fruitvale Transit Village is a great success TOD
project of a broad-based partnership among public,
private, and nonproft organizations working together
to revitalize a community using transit-oriented
development. The original proposal at the Fruitvale
Transit Station from Bay Area Rapid Transit (BART)
is a merely new parking structure, however, the
community wanted a place that would link local
businesses to transit, thereby increasing pedestrian
and bicycle trafc and catalyzing redevelopment
in the neighborhood. The community created an
alternative plan for a mixeduse village with local
retail shops, a community center, library, housing,
and new structured parking. BART worked with the
community to achieve their vision (NHHSRail, 2014).

Today, Fruitvale Transit Village is a 5.9-acre transit
village with a retaillined pedestrian connector
between the BART station and the primary retail artery.
There are 47 mixedincome housing units, 115,000
sq. ft. of community service and ofce space, and
40,000 sq. ft. of retail. The project was designed by
and for the neighborhood surrounding the station.
As a result, there are several social service facilities
including a health clinic, library, senior center, and
child development center. Within walking distance of
the Village, 20% of the rental units are designated as
afordable housing, Phase II includes a 68unit senior
housing project and a planned 500-unit residential
facility. The take-away lessons from the project was
to think about new ways to integrate the parking
needs with additional development and to position
all elements in a manner that was conducive to new
growth(NHHSRail, 2014).
Other Events
As previously mentioned, currently there is
only one annual event held in Santa Fe Dam.
If the Irwindale Station served as a weekend
destination, one event is not enough to boost
the ridership. More local events are needed to
catalyst more people choose gold line to go to
Irwindale to increase the usage of the station. To
fulfll this goal, one feasible option is to utilize
the Santa Fe Dam Recreation Area and the bike
path, which proposed to connect the station and
the dam. There are two potential events which
the station can take advantage of: San Gabriel
River Bike Trail, and CicloSGVia.
The San Gabriel River Bike Train is a monthly
event which is held every last Sunday of the
month around San Gabriel Valley region. The
15-20 mile, community bike tour along SGVs
bicycle superhighway includes the Rio Hondo
and San Gabriel River (BikeSGV, 2014). There are
several entrances and destinations around the
bike train, and Santa Fe Dam is one of them. The
start point of the event is diferent every time.
6.3.5 Conclusion
With the planned Foothill Extension opening of
September 2015, this scenario is most feasibly
implemented between the years 2025 and 2030.
This would be a high risk strategy. While there
is signifcant potential for revenue generation
through new development if this strategy succeeds,
signifcant upfront investment from is the City
would be required for startup. If these strategies
prove unsuccessful in generating activity, resources
that could have been invested elsewhere will
have been lost.
However, it is important to note that the previous,
less-costly recommendation (6.2) could generate
enough interest in the station area to make
investment in this larger strategy more appealing,
reducing risk of failure. For this reason, the time
frames 2020-2025 and 2025-2030 are recom-
mended as points of development consideration
to make these strategies a smooth transition and
easier to implement. By phasing the implementa-
tion of recommendations, the City can gauge the
chances of success.
Figure 6-12: Land use designations in specifc plan Figure 6-13: SGV Bike Train Route
Figure 6-14: CicloSGVia Proposed Route
Source: http://www.bikesgv.org/the-bike-train.html
Source: http://www.bikesgv.org/ciclosgvia.html
By becoming a member of the event, the newcomers
could build confdence through learning cycling
etiquette, maintenance, repair, group riding, and
much more (BikeSGV, 2014).

Another event, which can be utilized is the CicloSGVia.
CiclLAvia has been known as the biggest block party in
the City of Los Angeles. With a goal of improving built
environment focused on biking, walking and transit,
Metro proposed to bring this open streets event to
San Gabriel Valley. This event is planned to incorporate
with 16 cities in SGV region, which included: Pasadena,
Arcadia, Monrovia, Duarte, Irwindale, Azusa, Covina,
etc. It has the potential of attracting upwards of
1,000,000 people from throughout Southern California
(BikeSGV, 2014). The proposed route spans nearly 50
miles and connects almost every downtown district in
15+ jurisdictions, colleges/universities, regional parks,
rivers and lakes, along with every major transit center
and historic site in the SGV region (BikeSGV, 2014).
The vision of this event also incorporates 3 massive
festivals, which combine with mini-festivals, sporting
events, concerts, bike pit stops, etc. In the event, Santa
Fe Dam is chosen to be one of the major regional
parks which are capable of hosting thousands of
people, while accommodating parking solution.
The events mentioned above are opportunities to
catalyst people to use public transit, and increase
the usage and ridership of Irwindale station. The
proposed bike lane which connects the station
and Santa Fe Dam can be viewed as an exten-
sion both for the bike train and the CicloSGVia.
People can take gold line to Irwindale, take of the
train, and then ride the bike to Santa Fe Dam to
participate the events. With the improvement of
the pedestrians and bike infrastructure, and the
events drivers, Irwindale station has the potential
The combination scenario is the ultimate scenario that Irwindale Station would possibly devel-
oped in the long term. It derives from the previous two scenarios Commuter/Employment
Oriented Station and Destination/Recreation Oriented Station, but goes much further in order
to achieve higher goals and objectives in the long run. It envisions the Irwindale Station as a
multi-purpose, multi-functional station active nearly year around and for most of the day.
Goals
In this fnal scenario to the year of 2035, Irwindale Station will be developed into an all-week-
around transit hub station, with well-served commercial and parking facilities, diverse and
convenient transit linkage, and designed biking/pedestrian-friendly environment, serving
employment commuters, biking enthusiasts, and travelers in the San Gabriel Valley area, and
also local residents living in Irwindale and nearby cities.
Objectives
To increase commercial, business, and residential intensity to increase density and activities
near the Station in order to enhance transit ridership and attract more private investment
To provide well-served and user-friendly parking facilities for commuters on weekdays, trave-
lers/bike enthusiasts on weekends, and local residents at daytime and nighttime
To improve and maintain the bike lanes linking the station with Santa Fe Dam Recreational
Area and employment hubs in the entire city and provide local employees and residents with
shared-biking program
Amend General Plan Land Use Element to reallocate
land uses within one-mile radius of the Station to increase
residential and commercial density through reclamation
of inactive quarry areas.
Update Zoning Ordinance to incorporate C2 overlay with
M1 and M2 zones to provide industrial employment hubs
with an amount of commercial facilities; set up minimum
Floor Ratio Area control to increase employment density.
Set up customized, fexible parking pricing system to
meet diferent types of customers need at diferent time,
the pricing schemes of which include daily parking fee,
monthly reserved parking fee, and multi-day/long term
parking fee; allocate parking revenue to improve transit
facilities.
Further improve Class II bike lanes on major highways
and secondary highways and Class III bike routes on
collector roads to link Irwindale Station with Santa Fe
Dam and employment hubs within the City; promote
bike-sharing programs in each employment hubs.
Via place-making approach to improve the Station built
environment integrated with public spaces, public art,
and station furniture to shape an attractive Station area
with local identities.
6.4.3 Context of Combination Strategy
As a longer-term strategy, a combination of recommenda-
tions from 6.2 and 6.3 are suggested for a well-rounded,
6.4 Commuter Stati on & Desti nati on
To provide a pedestrian/biking friendly environment with open space and public art for
commuters, biking enthusiasts and local residents via integrated urban design of the whole
station area.
Figure 6-15: Encourage mixed-use of Industry/Business Park
http://dailyheadlines.uark.edu/images/transit_oriented_development_Page_2crop.jpg
Encourage mixed-use of Industry/Business Park
As employment density and number of jobs are critical
factors that afect transit ridership, and current employment
density is quite low (around 1 employ / acre), the City in
the long-run could consider updating zoning ordinance
to create Industry/Business Park and commercial overlay
zone in order to increase commercial and employment
intensities in vicinity of the station (Figure 17). In addition
to designate mixed-use industrial/business park overlay
zone, via Floor Area Ratio (FAR) control, the updated zoning
ordinance could set up minimum Floor Area Ratio on indus-
trial/business park zones. This approach could transfer the
current low-density land use patterns into medium-density
land use patterns for purpose of increasing employment
density and promote more transit-supportive jobs around
Bicycle Access and Pedestrian Environment Improvement
To build a fully utilized station which combines both functions as commute and recreation destination, from the perspective of
bicycle access and pedestrian environment, we promote to combine the previous design proposals for Scenario II and Scenario III.
For bikeways, the Class III bike routes with northeast industrial zone and Class II bike lanes on the main roads of Irwindale will
make most of the city area a bicycle friendly environment. All the commuters on weekdays and travelers on holiday will fnd
it convenient to combine biking with other transportation modes. For pedestrian environment, the recommendations on the
second scenario as a commute station are promoted for this scenario.
highly utilized station. In addition to policies and programs from
the aforementioned sections, the following are also recommended
as a long-term plan for the development of the Irwindale Gold Line
Station area.
Land Development
In this scenario, from land use perspective, the
major objective of Irwindale station is to develop
into an intense E-TOD (Employment-Transit
Oriented Development) Station. In GP 2008, the
land use designations around Irwindale station
are industrials/business park use dominant. The
challenge comes from how to increase public
transit ridership in such a dispersed, low density,
single-use employment hub.
Single use, auto-depended, low-density employ-
ment hubs would be hard to increase public
transit use. Islands of stand-along ofce build-
ings, regardless of how close they are to transit,
are unlikely to draw many workers to trains
and buses if there is a risk of being stranded
in the midday, unable to attend to personal
afairs(Robert Cervero, 1989). Under such
circumstance, most employees would frstly
choose driving their private vehicles as their
daily commute mode instead of taking public
transit -- Metro Gold Line.
Transit-Oriented Development and Employment
report from CTOD pointed out that employ-
ment density, the destination size (the total
number of jobs), the proximity to commuter
neighborhood, and destination physical form
and placemaking are the major factors of central
importance in increasing transit ridership.
Reallocate land uses for increasing density
Existing land use within one-mile around Irwin-
dale station shows that there are an amount of
vacant land in the area which is designated as
industrial/business park uses in GP 2008. The
City could consider amend GP land use element
to reallocate these land uses. By allocating
more commercial (and/or residential) land
uses in the station area, increase density and
further enhance transit ridership. Beside of the
land use categories, the land use patterns and
density should also be mentioned in the land
use element. In order to reach higher residential
intensity in vicinity of the Station to increase
transit ridership, medium density residential
neighborhood in terms of multi-story mixed-
use apartments could be developed on the
vacant sites to provide afordable housing as
well as commercial services.
the station in the future.
Improve Station entire built-environment via urban
design approach
Placemaking of the Station built environment is also a
key factor that may afect the transit ridership. Along
with convenient parking facilities, a well-designed station
physical form with landscape, public art, street furniture,
and active spaces could build an identifed public space
for Irwindale and attract more employment commuters
on I-210 and I-605 to park their private cars at Irwindale
Station parking structure and take Gold Line to their work
destinations. Also, a well-designed Station could attract
more local employee, residents and weekend travelers to
ride Gold Line.
Figure 6-16: Bikeway Design for Scenario IV
Best Practice
For TOD and Employment
Transit-Oriented Development and Employment Study from
CTOD
Center for Transit-Oriented Development conducted a study
of Transit-Oriented Development and Employment in May
2011. The report concluded that Employment Density is a
critical factor that afects transit ridership: the concentration
of workers in a given area (generally measured as employees
per acre) with higher densities associated with benefcial
impacts for transit ridership. A well-designed transit system that
connects multiple place types and destinations with varying
land use mixes and intensities can achieve strong bidirectional
ridership, despite high automobile ownership rates and high
income levels (Robert Cervero, 1998). American scholars Kuby
et al also found that statistical signifcance in the relationship
between LRT and employment, which is every increase by
100 workers near transit, ridership increases by 2.3 riders. The
most compelling of the fndings is when employment density
reaches to more than 75 employees per acre, there will be a
dramatic increase in the proportion of transit trips that occur;
meanwhile, a signifcant decrease of single occupancy vehicle
commuting occurs when employment density ranges from 20
to 50 employees per acre (Pivo and Frank, 1995).
In addition to employment density, Density Size (the total number
of jobs at a destination) with larger concentrations and Origin
Proximity (the closeness of a dense commuter neighborhood
to employment concentrations) also have benefcial impacts
for transit ridership. However, the report also indicated that
density and access to employment are also intertwined with
other factors, such as pedestrian friendliness and block sizes,
which suggests that the physical forms of the employment
center and placemaking elements are even more important
in this context.
Parking
Parking Pricing
Parking pricing still forms an important policy in transportation planning and demand
management. With pricing motorists get to pay directly for using parking facilities.
Parking pricing policies are implemented as mobility management strategies to reduce
transport problems, to recover parking facility costs (so the wrong people do not
pay for parking they dont use) and/or to raise revenue for any purpose (necessary to
fund local transportation programs and improvements). In most cases the intended
reasons for parking pricing might be to meet a mix of combined objectives (Litman,
2013). Limited parking availability, inefcient utilization of spaces and excess vehicular
circulation are usually the result of under-regulated on-street parking.
Parking Estimation Models/Strategies
Parking estimation rationale is up to the city to decide in most cases. The important
component is to fnd a balance to addressing parking availability and to improve the
efciency of on-street parking utilization (Litman, 2003). Pricing is also estimated bases
on parking capacity and demand in the city. in cities like San Francisco parking policies
refect the San Francisco General plan mobility element as well as the countywide
transportation plan. City of Irwindale does not currently allow parking structures hence
the implementation of on-street parking pricing policies may be efective. Unlike cities
with cheaper of-street parking there is no other choice for motorists. Pricing can be
fat rates, permit restrictions or adjusted for peak and of-street times (San Francisco
County, 2009).
Parking Revenue
During an interview with the City Director of Finance insufcient funds seemed to be a
major issue in the city, despite the reserve and presence of the mining companies and
industries. Parking pricing if implemented efectively may generate extra revenue for
the City. The revenue may be necessary for street and curb painting and improvements
and other operating expenses for the city (San Francisco County, 2009).
6.4.5 Conclusion
The implication of the recommendations stated in this scenario is premised to a large
extent on funding. During an interview with the City's Director of FInance, it was known
that there is not enough funds to support operating costs in the city. The major funds
the city receives are the Prop A and C funds from the county and proceeds from taxes
and reserves. However, the proceeds from the mining reserves are not enough since
the city ploughs that back as compensation to residents for the pollution exceeded
on the lives of the people.
The Capital Improvement Program (CIP) is also not enough to even support sidewalk
repairs. The problem is that the city may be overlooking a lot of funding opportunities
within reach. Metro has a number of funds for diferent projects cities embark on to
improve transportation and commute to work in the county for residents. An example
is the Transit Oriented Development Grant the City of Duarte received because of the
development vision for the Gold Line station. This is a mechanism the city can explore.
Another funding mechanism would be the parking pricing. As stated in the recom-
mendations above, revenue from on-street parking pricing (though may range from
nothing to very little) can be used to improve and subsidize operating cost of some
of these recommendations.
Funding is one of the most important variables of transporta-
tion development and community development as a whole.
Without economic attainment there is no ability to carry out
improvement plans, redevelop underutilized land, nor create
new development. As such, this section was comprised to
highlight potential funding sources to supplement the recom-
mendations provided within this report.
Currently, the city of Irwindale does not have any projects or
developments in the works in relation to the Gold Line, and
as cities are in recovery from the economic recession that
occurred in the early 2000s, it is imperative that economic
development take place in order to account for the unantici-
pated economic expenditures caused by developing this citys
station. Though there exists funding that support infrastructure
improvements, such as Prop C, TDA, Community Develop-
ment Block Grants, and Measure R, Irwindale does not meet
the necessary requirements to acquire substantial funding
from these resources.
In addition, it is understood that the City of Irwindale has
been in a structural defcit since the recent recession (City
of Irwindale, 2013). While it is not possible for the City to
shoulder the burden of funding improvements to the station
area alone, transportation and infrastructure projects are more
frequently seeking and fnding creative methods of funding.
These factors require attention to additional funding sources
and methods of revenue generation. Below are resources that
could fnancially support the city in revenue generation and
attainment for the development of the station.
1. Bicycle Transportation Account (BTA)
(County of Los Angeles Public Health)
State funds are for up to 90% of city and county projects
that improve safety and convenience for bicycle commuters,
programmed / administrated by Caltrans.
2. Caltrans Bicycle Transportation Account
Out of the Highway Users Fund and the Transportation Tax
Fund the California Department of Transportation (Caltrans)
allocates funds to cities and counties on a matching basis.
6.5 Fundi ng
These funds are to be used for projects that improve safety and
convenience for bicycle commuters. The maximum amount
awarded to grantees is $1 million.
3. Transportation Development Act, Article 3
Funds are allocated to cities within the County for the planning
and construction of bicycle and pedestrian facilities and may
include engineering expenses, right-of-way acquisition, purchase
and installation of bicycle facilities, and other activities.
4.Caltrans Transportation Planning Funds
Caltrans Transportation Planning grant funds projects that
improve mobility and planning, programming, and imple-
mentation of improvement projects. The focal categories
are environmental justice, community-based transportation
planning, and transit planning amongst others.
5. Los Angeles County Transportation Improvement
Program call for Projects program (TIP)
Metro allocates federal, state and local transportation funds
to improve all modes of surface transportation. It distributes
transportation funds to regionally signifcant projects every
other year. Metro accepts Call for Projects applications in
the following categories: Regional Surface Transportation
Improvements; Goods Movement; Signal Synchronization and
Bus Speed Improvements; Transportation Demand Manage-
ment; Bikeways Improvements; Pedestrian Improvements;
Transit Capital; and Transportation Enhancement Activities).
6. California State Parks: Statewide Park Program
In support of recreational opportunities for underserved
communities, the Statewide park program awards grants to
the creation of such health benefts to youth, senior citizens,
families, and other populations. This grant was created to
meet recreational, cultural, social, educational, and environ-
mental needs.
Final
Recommendation
The fnal recommendation proposed is a combination of the recommen-
dations of the Irwindale station as a destination and a commuter station
detailed in 6.2 and 6.3 of the report.
References
Banerjee and Associates, (2003). An overview of common parking issues, parking management options and creative solutions.
City of Pasadena Department of Transportation, Pasadena Retrieved from http://www.ci.pasadena.ca.us/WorkArea/
DownloadAsset.aspx?id=6442458878
Bike San Gabriel Valley, 2014, Retrieved from: http://www.bikesgv.org/
Cervero, Robert. The Transit Metropolis. New York: Island Press, 1998.
Cervero, Robert. Americas Suburban Centers: The Land Use-Transportation link. Boston: Unwin-Hyman. 1989
City of Irwindale. (2013). Annual Budget Fiscal Year 2013-2014.
Department of Public Work, LA County, San Gabriel River Master Plan, 2006, Retrieved from: http://dpw.lacounty.gov/wmd/
watershed/sg/mp/
Kuby, M. Barranda, A, Upchurch, C. Factors Infuencing Light-Rail Station Boarding in the United States. Transportation
Research Part A: Policy and Practice, Volume 38, Issue 3, (2004): 223-247
Litman, T., (2013). Parking management: comprehensive implementation guide. Victoria Transport Policy Institute.
Retrieved from http://www.vtpi.org/park_man.pdf
NHHS Rail Program. (2014). Transit-Oriented Development (TOD) Success Stories. Retrieved from: http://www.nhhsrail.com/
pdfs/TODcasestudydraft_100311.pdf
Pivo, Gary and Frank Lawrence. Impacts of Mixed Use and Density on Utilization of Three Modes of Travel: Single-Occupant
Vehicle, Transit, and Walking. Transportation Research Record 1466. 1995
San Francisco County Transportation Authority, (2009). On-street parking management and pricing study. Final Report
Adopted by the Authority Board. Retrieved from http://www.sfcta.org/sites/default/fles/content/Planning/Parking
ManagementStudy/pdfs/parking_study_fnal.pdf
San Gabriel River Trail, Trail Link, 2014, Retrieved from: http://www.traillink.com/
Santa Fe Dam Recreation Area, Department of Parks and Recreation, LA County, 2014, Retrieved from:
http://parks.lacounty.gov/wps/portal/dpr/Parks/Santa_Fe_Dam_Recreational_Area
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7.2 Summar y of Recommendati ons
As a Commuter Station and a Destination
Summary of Objectives
To increase commercial, business, and residential intensity to increase density and activities
near the Station in order to enhance transit ridership and attract more private investment
To provide well-served and user-friendly parking facilities for commuters on weekdays,
travelers/bike enthusiasts on weekends, and local residents at daytime and nighttime
To improve and maintain the bike lanes linking the station with Santa Fe Dam Recreational
Area and employment hubs in the entire city and provide local employees and residents with
shared-biking program
To provide a pedestrian/biking friendly environment with open space and public art for
commuters, biking enthusiasts and local residents via integrated urban design of the whole
station area
Goal: Create a great destination and enhance experiences in Irwindale
Objective: Model the Irwindale Gold Line station as both a commuter station and destination
Pedestrian and Bike Improvements
Create and improve bicycle and pedestrian linkages
Class III bike route within Northeast Industrial zone adjacent to the station
Class II bike lanes on N. Irwindale and Arrow Hwy
Class II bike lanes on N. Irwindale and W. 1st Street
Adopt bike and pedestrian design strategies (as outlined in Station as Commuter
Station Discussion) for county and bicycle facilities
Improve pedestrian environment
Improve ramps near platforms for all especially people with disabilities
Add painted crosswalk at intersections near the station and sidewalk amenities to
increase the comfort of pedestrian activity in the area
Install street trees on east side road of North Irwindale Avenue
Improve walking experiences from parking structure to platform
Adopt pedestrian connectivity and pedestrian comfort enhancement strategies
Build several bike lanes from the station to the Santa Fe Dam and San Gabriel River Trail
Create bike-shared system in Irwindale and provide facilities support for bike riders
Integrate design of station platform, local transit interface and bike/ped facilities
Adopt county wide design guidelines for bicycle and pedestrian improvements (See station
as a destination discussion)
7.1 Justifcation
The new industrial design guidelines specifcally states the city has reached its turning point
while seeing a lot of changes in the type and commercial developments taking place in the
city. The lifespans of some of the sand and gravel business are coming to an end creating
opportunities for the City to enhance the new commercial and industrial development. Even
though the quarries and the large extent of industrial uses have defned the character of the
city more than many other Southern California cities, the dominated Hispanic community has
prospects for future urban development. (City of Irwindale, 2009)
Reasons include but not limited to the followings:
The city of Irwindale and the community for that matter possess growth qualities in the
next couple of years.
Revenue generation and the attraction of the city to Private investment, more job creation.
The realization of the full benefts of the Gold Line Light Rail Station depends to the large
extent The full benefts of the light rail system creating opportunities for future travel and
great experiences.
A combination of recommendations for the station as both a Commuter Station and destina-
tion/Recreation is been proposed.
As a Commuter Station
The stations proximity to the I-210/I-605 interchange will attract commuters before they hit
the gridlock. The recommendations will include policies, programs and strategies as proposed
in the scenario 2 above.
Enhance the business community near Irwindale Station
Enhance the non-motorized access for employees around the Station
Improve the transit Linkage for workers around the station
Provide high-quality parking service for commuters
Guarantee the interests of residents
As a Recreation/Destination
With a mix of options and improvements the Irwindale station will not only be a commuter
station but also a destination. The city of Irwindale has a number of potentials, signifcant
ones being the Santa Fe Dam and Recreation area and proximity to the San Gabriel Bike trail.
A number of regional programs can be adopted to give the city and the station great experi-
ences for residents, commuters and guests alike.
To make the Santa Fe Dam an attractive and livable regional destination.
To improve the linkage between Santa Fe Dam and the Irwindale Station and create convenient
and comfortable connection between them.
To create a commuter-friendly destination station.

Appendix: Author Biographies
1 0 2 | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | 1 0 3
1. Bicycle Transportation Account (BTA) (County of Los Angeles Public Health)
2. Caltrans Bicycle Transportation Account (County of Los Angeles Public Health)
3. Transportation Development Act, Article 3 (County of Los Angeles Public Health)
4. Caltrans Transportation Planning Funds (County of Los Angeles Public Health)
5. Los Angeles County Transportation Improvement Program Call for Projects program (TIP)
6. California State Parks: Statewide Park Program (County of Los Angeles Public Health)
7.3 Summar y Fundi ng Str ategi es
Implement bike rental strategies from station area to Santa Fe Dam and the San Gabriel bike
trial connections
Extend the already planned bikeways in Azusa to the San Gabriel Trail, which provides a
good opportunity for the bicyclists from these two cities.
Transit
Enhance the transit service including minimal and predictable wait times between modes
Ensure relatively frequent headways for connecting buses
Implement incentives for Transportation Demand Management (TDM) as adopted by employers
Provide Peak Hour Shuttle Service for workers to access Irwindale Station
Provide shuttle services in weekend to connect the station (parking lots) and Santa Fe Dam.
Parking
Implement appropriate parking management strategies
Residential parking permit ordinance
Preferential parking for carpools and vanpools
Subsidize employee parking when necessary
Utilize the existing parking lots in weekend to serve the visitors and charge comparatively high parking fee.
Provide shuttle services parking facilities
Institute parking pricing especially on city streets
Land Development
Increase mixed-uses and density around the station by redeveloping the existing nearby vacant land area
Use public art to enhance station area identity.
Update the General to leverage opportunities near the station and the City in General
Amend GP Land Use Element to reallocate land uses and increase intensity around station
Update Zoning Ordinance to Encourage mix use of Industry/Business Park and increase density via FAR control
Set up Parking Limit around the Station to Promote Transit Ridership
Santa Fe Dam and Recreation Area/San Gabriel Bike Trail connections
To boost more events in Irwindale by using the advantage of Gabriel River Bike Trail and CicloSGVia
Better connect the Irwindale Station and the Santa Fe Dam and San Gabriel River Trail
Enhance the marketing of Santa Fe Dam to increase the market segments.
A P P E N D I X | I R WI N DA L E G OL D L I N E S TAT I ON S T U DY I R WI N DA L E G OL D L I N E S TAT I ON S T U DY | A P P E N D I X
Priscilla Appiah
Master of Planning
University of Southern California, Los Angeles
priscilla.bappiah@gmail.com
(909) 289-2157
Priscilla Appiah is a Master of Planning student concentrating on Transportation and Infrastruc-
ture Planning in addition to pursuing the Graduate Certifcate in Transportation Systems at the
USC Sol Price School of Public Policy and will graduate in May of 2014.
She holds an undergraduate degree in Development Planning from the Kwame Nkrumah
University of Science and Technology Kumasi, Ghana. While in Ghana she worked at the Value
Added Tax (VAT) Service, a subsidiary of the Internal Revenue Service as a business advisory and
monitoring ofcer. She also assisted in the preparation of Municipal Medium Term Development
Plan at the Municipal Planning Department in Sunyani, Ghana.
She currently interns at the Local Programming Department of the Los Angeles Metropolitan
Transportation Authority assisting with Federal, State and Local Funding allocations for municipal
operators and local transit agencies in Los Angeles County. Specifcally, she deals with the alloca-
tion of Prop A, C and Measure R funds through the National Transit Database (NTD) program
and Transportation Development Act (TDA). She is also been Research Assistant at the USC Sol
Price School of public policy since Fall 2012.
Ms Appiah sees her profession at the intersection of Transportation planning and engineering
with rubrics from the transportation systems certifcate. She looks forward to assisting in the
development of more efcient, efective and sustainable transportation policies, to improve
modal networks through sustainable transportation infrastructure. Specifcally, she is interested
in trafc impact assessment and transportation management models, Transit Oriented Develop-
ment, Complete Streets, parking management, port planning and operations and transportation
funding.
Priscillas greatest inspiration is to use her knowledge in infrastructure and transportation around
the world, mostly African countries after she gains enough relevant experience in US.
Sean Inkelaar-Cruz
Master of Planning
inkelaar@usc.edu
(213) 880-6750
Sean Inkelaar-Cruz is a Master of Planning student, with a concentration in Sustainable Land
Use Policy. I am starting my second year this semester and hope to be fnished with my masters
degree in December. My undergraduate degree was also from USC and was in Public Policy,
Planning, and Development.
He currently works for the Los Angeles County Metropolitan Transportation Authority (Metro) as
an Entry Level Trainee. At Metro he is assigned to Highway Operations and recently Congestion
Reduction. He has been exposed to projects that are mostly ITS in nature and focus on Southern
California 511 (511). He has worked on projects to improve the interactive voice recognition (IVR)
of 511 as well as a data integration project that would share Express Lanes data with CalTrans,
RIITS, and 511. He has also worked on a small video wall project to replace the 3rd foor video
wall at Metros Headquarters. His primary project has to do with a Veterans Transportation and
Community Living initiative Grant that is a partnership between the FTA, Metro, and LA SAFE.
This project looks to improve or create a one call/one click transportation information resource
center and to bring transportation agencies and military and veteran service organizations
around the issue of transportation for veterans, the active military community, their families,
and other disadvantaged populations in Los Angeles County. He is currently working with
the VA and Mayors ofce to install transportation kiosks and real time vehicle tracking at VA
facilities across Los Angeles County.
Sean is a combat Veteran and a current member of the California Army National Guard with a
total military service of over 13 years of time.
Sean is interested in working with Public or Private Agencies with particular focus on newest
technologies and practices in use within the transportation planning profession that will help
to keep.
Weining Liang
Master of Planning
weiningl@usc.edu
(213) 880-6750
Weining Liang is a Master of Planning student at the USC Sol Price School of Public Policy and
will graduate in May of 2014. Her interest in the Transportation and Infrastructure Planning
concentration is infuenced by her home city Guangzhou, one of the largest cities in China.
Ms Liang received her Bachelors degree in Southern China Normal University, with a major in
Urban & Rural Planning and Resource Management. During the 4 years at South China Normal
University, she was wholly bathed in the learning of city and the environment and especially
found her extreme passion for urban planning. Also, inspired by The Image of the City of Kelvin
Lynch, she realized that one of the important elements in city is how roads would have a great
impact of peoples recognition of the city. In the gradual learning of urban planning, she has
shown special concern on the relationship between urban form and transportation and how
they are relate and infuence each other.
She interned at Guangdong Urban & Rural Planning and Design Institute assisting in Urban
Planning project of Nanxiong City. Her duties included data collection and analysis, making the
city terrain maps with AutoCAD, working out the data forms for reference and fnally analyzing
the population, living conditions and the economic status. Then, in 2011 summer, I interned in
the Information Complication and Research Center of Guangzhou Development Zone Urban
Planning, in where responsible for checking the publishing and description of the schemes,
collating the bidding information for various projects, calculating the gross area and assisting
to write the report on Twin Islands City Design.
While pursuing her graduate degree at USC, Weining interned at the Innovation Center of Energy
and Transportation (iCET) set up to improve the US-China collaboration in clean tech products.
During her internship, she successfully assisted in several big events, such as US-China Clean Truck
Summit, held on Oct. 2013, in Shanghai. Her internship experience in iCET has exposed her to a
lot of frontier information in transportation, such as new energy vehicles and electric vehicles.
Jie Miao
Master of Planning
jiemiao@usc.edu
(213) 453-0283
Jie Miao is a Master of Planning student at the student at the USC Sol Price School of Public
Policy, with a concentration in Sustainable Land Use Planning and will graduate in May of 2014.
She previously obtained her Bachelor and Masters degree of Engineering in Urban Planning
at Tongji University (TJU), Shanghai.
While in China, Ms. Miao interned at Shanghai Tongji Urban Planning & Design Institute for two
years, assisting in the development of master plans and historic preservation plans. After her
graduation from TJU, she worked as a land use planner and urban designer for one and a half
years at a private planning/design consulting frm, mainly involving in new town conceptual
development plan and urban design projects. She also obtained her professional license and
become a National Certifed Urban Planner in China since December 2010.
Currently, Ms. Miao is a planning intern at Southern California Association of Governments
(SCAG), serving at the Research and Analysis Department in Land Use and Environmental
Planning Division. Since she started this internship in October 2013, she has been participating
in the initial process for the development of 2016-2040 Regional Transportation Plan / Sustain-
able Communities Strategy (2016 RTP/SCS). Her tasks include assisting in using GIS to update/
maintain parcel level land use data sets and produce GIS maps, inventory of SCAG region
specifc plans, attending one-on-one meetings and preparing meeting notes. Besides, she also
helps follow-up and document 2016 RTP local input, and contact with local jurisdictions. Prior
to undertaking this internship, Ms. Miao served as a GIS Assistant working at the CAD Services
Department in the USC Facilities Management Services for three months.
Ms. Miao considers herself as a self-motivated, passionate planning practitioner. Her planning
interests include sustainability, mixed-use, TOD, urban design, water issues, and LEED ND, etc.,
and working to promote smart growth and sustainable development through local jurisdic-
tions cooperation at the regional level.
Elenna Salcido
Master of Planning
ecsalcid@usc.edu
(626) 617-3439
Elenna Salcido is a Master of Planning student with a concentration in Transportation and
Infrastructure at the USC Sol Price School of Public Policy and will graduate in May of 2014. The
native Angeleno went to University of California, Riverside, where she graduated with honors in
three years, with a Bachelor of Arts in Political Science. In the nine months between graduating
undergraduate and beginning graduate school at the University of Southern California, Elenna
worked as a recreation and education after school instructor for 4th and 5th graders at Rio Vista
Elementary School in Pico Rivera, CA.
Ms Salcido became aware of the feld of urban planning after taking a local government and
politics class at UC Riverside. This led to an internship with the South Coast Air Quality Manage-
ment District in the summer of 2011, where she did work involving air quality and transporta-
tion-related policy. Living without a car for three months in early 2011 while working 35 hours
a week and attending school full-time also increased her awareness of the role transportation
systems play in an urban setting. This prompted her to abandon her law school intentions and
study urban planning.
After a second term as an intern with the South Coast AQMD working in air quality planning and
municipal energy policies, Elenna became a Student Professional Worker with the City of Los
Angeles Department of Transportation, where she gained background and work experience in
capital projects and feld engineering. She is currently an intern for the Transportation Planning
division of the Port of Long Beach, where she does work relating to trafc management and
technical transportation studies. Elenna was particularly driven to work at the Port because of a
long-standing interest in goods movement and reducing air pollution related to freight.
Yuan Shao
Master of Planning
yuanshao@usc.edu
(323) 356-4286
Yuan Shao is pursuing the Master of Planning degree at the USC Sol Price School of Public Policy,
with a concentration in Transportation and Infrastructure Planning and will graduate in May of
2014. Currently Yuan Shao serves as an intern at the Modeling and Forecasting Department of
Southern California Association of Governments, assisting in the fundamental data forecasting
process for the development of 2016-2040 Regional Transportation Plan / Sustainable Commu-
nities Strategy (2016 RTP/SCS). Her tasks includes coordinating One-on-One meetings with
local jurisdictions for Socio-economic Development data input and refect the input into data
analysis; processing essential data for SED Data Forecasting, collecting local projects informa-
tion and exhibiting them in GIS for Inter-government Review and using GIS to process Scenario
Planning Zones for Scenario Planning Model.
Yuan Shao received her Bachelors degree in Architecture at Tsinghua University in Beijing in
July 2011. After graduation, she worked in Tsinghua Urban Planning Institute for one year and
participated in several kinds of projects like Strategic Plan, Master Plan and Urban Design. During
her study at USC from 2012, Ms. Shao not only completed course works on transportation policy
and planning, trafc impact analysis, but also on Microeconomics, Demography and Real Estate.
Ms. Shaos undergraduate study established her Aesthetics and Illustration basis, and planning
study at USC built her profession interest as a Urban Planner. She is highly interested in trans-
portation planning especially non-motorized trafc system, urban design and data analysis
using statistical methods.
Sylvia Smith
Master of Planning
sylviasm@usc.edu
(925) 852-4751
Sylvia Smith is a dual degree student of the Master of Planning at the USC Sol Price School of
Public Policy and Master of Social Work at the USC School of Social Work with a concentration
in Community Organization, Planning and Administration, and will graduate in May of 2015.
She received a Bachelors degree in African American Studies with a minor in Women Studies
from the University of California, Irvine. With a passion and interest in people and the health of
their communities, she decided to pursue a Dual Masters in Planning and Social Work to enhance
her knowledge of public policy, management, development and various health agendas that
directly infuence the health of American and global communities. Prior to graduate school at
USC, her academic and work as a Research Assistant on various health and community projects,
director of a pilot health program, Workforce Investment Act youth case manager, and therapeutic
arts instructor have encouraged her interest in feld study analysis, program development, and
urban consulting.
Her frst feld placement agency was the Valley Community Clinic in North Hollywood at USC
where she worked in the Behavioral Health Services department. She served generally low
income Medicaid and Medicare clients. The modalities of the department honed in on clinical
and micro-level frameworks.
Currently, Ms Smith interns at the Human Services Division City of Santa Monica. Her duties include
working closely with police department, county service agencies, human service analysts, and
Santa Monica homeless service providers to create action plans regarding the chronic homeless-
ness issues throughout the city. Additionally, she is developing a program evaluation tool and
process map for Santa Monicas homeless agencies regarding the transition from homelessness
to permanent housing as well as creating goals, outcomes, objectives, and evaluation tools for
the Citys Youth center, which focuses on youth academic, career, and social development.
At USC Sylvia ventures to become well versed in modalities, frameworks, policies, and best
practice models that concern community programming, development, planning, and evaluation
while maintaining the ability to think creatively and adapt to the ever-changing environment.
Jueyu Wang
Master of Planning
jueyuwan@usc.edu
213-361-9183
Jueyu Wang is a Master of Planning student a USC Sol Price School of Public Policy, with a
concentration in Transportation and Infrastructure Planning, and will graduate in May of 2014.
She obtained her Bachelor of Science degree in Geography from East China Normal University
in 2012.
Ms. Wang currently serves as an intern for the Modeling and Forecasting of Department in the
Southern California Associations of Governments, assisting in developing 2016 RTP/SCS. She is
involved in Scenario Model Planning, which is developed to analyze the impacts of local land
use and policy decision and to assist in the development of 2016 RTP/SCS and other scenario
analysis.
Prior to graduate school, Ms. Wang participated in several planning and research project in
China, which has diverse focus including regional economic development, urban spatial struc-
ture analysis, travel behavior and real estate. As an intern in Tongji Urban Design and Planning
institute, Shanghai, Ms. Wang participated in the project of Yan-Lin-Xia economic development
Planning, assisting in identify the advantageous industries and the future supportive policy.
Ms. Wang professional interests include transportation and land use interaction, travel demand
management policy, impacts of mega transportation infrastructure on economic development
and international infrastructure planning and development. After graduation, Ms. Wang want
to continue pursue a doctoral program in Urban Planning and dedicate herself in the research
on the interaction between urban form and transportation, especially exploring it under the
context of China, which has increasing automobile ownership and trafc concerns.

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