Jurupa Valley City Council
May 1, 2025

D. METHOD OF APPORTIONMENT OF THE SPECIAL TAX

Commencing with Fiscal Year 2025-2026 and for each following Fiscal Year, the Administrator shall levy the Special Tax on all Taxable Property until the amount of Special Tax equals the Special Tax Requirement in accordance with the following steps:

First: The Special Tax shall be levied Proportionately on each Parcel of Developed Property at up to 100% of the applicable Maximum Special Tax as needed to satisfy the Special Tax Requirement; and

Second: If additional moneys are needed to satisfy the Special Tax Requirement after the first step has been completed, the Special Tax shall be levied Proportionately on each Parcel of Approved Property at up to 100% of the Maximum Spec ial Tax for Approved Property. Notwithstanding the forgoing sentence, no Special Tax shall be levied on Approved Property to fund items (ii) and (iii) of the Special Tax Requirement.

E. EXEMPTIONS

The CFD shall not levy Special Taxes on Public Property and Property Owner’s Association Property within the CFD.

F. MANNER OF COLLECTION

The Special Tax shall be collected in the same manner and at the same time as ordinary ad valorem property taxes and shall be subject to the same penalties, the same procedure, sale and lien priority in the case of delinquency; provided, however, that the Administrator may directly bill the Special Tax, may collect Special Taxes at a different time or in a different manner if necessary to meet the financial obligations of the CFD, and provided further that the CFD may covenant to foreclose and may actually foreclose on Parcels having delinquent Special Taxes as permitted by the Act.

G. APPEALS

Any taxpayer may file a written appeal of the Special Tax on his/her Parcel(s) with the Administrator, provided that the appellant is current in his/her payments of Special Taxes. During pendency of an appeal, all Special Taxes must be paid on or before the payment due date established when the levy was made. The appeal must specify the reasons why the appellant claims the Special Tax is in error. The Administrator shall review the appeal, meet with the appellant if the Administrator deems necessary, and advise the appellant of its determination. If the Administrator agrees with the appellant, the Administrator shall grant a credit to eliminate or reduce future Special Taxes on the appellant’s Parcel(s). No refunds of previously paid Special Taxes shall be made.

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The Administrator shall interpret this Rate and Method of Apportionment and make determinations relative to the annual levy and administration of the Special Tax and any taxpayer who appeals, as herein specified.

H. PREPAYMENT

The Special Taxes may not be prepaid.

I. TERM OF THE SPECIAL TAX

The Special Tax shall be levied annually in perpetuity unless terminated earlier by the City.

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APPENDIX B

BOUNDARY MAP FOR
CFD NO. PS 2024-011 (PUBLIC SAFETY, LAS PALMAS)

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STAFF REPORT
DATE: MAY 1, 2025
TO: HONORABLE MAYOR AND CITY COUNCIL
FROM: ROD BUTLER, CITY MANAGER
BY: JOE PEREZ, ASSISTANT CITY MANAGER/COMMUNITY

DEVELOPMENT DIRECTOR
SUBJECT: AGENDA ITEM NO. 12.B

PUBLIC HEARING TO CONSIDER GENERAL PLAN AMENDMENT
(GPA) NO. 25002 TO ADOPT THE PEDLEY TOWN CENTER PLAN AS AN “AREA PLAN” OF THE CITY OF JURUPA VALLEY GENERAL PLAN

AND AN ADDENDUM TO THE GENERAL PLAN F EIR PURSUANT TO
CEQA GUIDELINES SECTION 15164

RECOMMENDATION
That the City Council adopt Resolution No. 2025-49, entitled:

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF JURUPA VALLEY

ADOPTING THE PEDLEY TOWN CENTER PLAN, AND AN ADDENDUM TO

THE GENERAL PLAN ENVIRONMENTAL IMPACT REPORT PURSUANT TO CEQA GUIDELINES SECTION 15164

BACKGROUND
The impetus for the Pedley Town Center Plan is the City’s desire to implement the “Town Center” policy direction of the General Plan. The General Plan identifies specific areas within the communities of Rubidoux, Glen Avon, and Pedley as “Town Centers.” P edley is the largest of the three, is centrally located within the C ity, and includes the Metrolink station, City Hall and the Santa Ana River. These characteristics make Pedley important contextually in the City.

The Town Center areas are the historic areas of commerce in the City and are designated within the Town Center Overlay to encourage development of traditional, pedestrian- oriented town centers with characteristics that distinguish them from surrounding areas, which are largely semi-rural and rural neighborhoods. As envisioned in the General Plan, these areas are intended to function as walkable, small downtown environments that attract locals to shop, dine and socialize, in keeping with their historic uses, and are intended to provide an opportunity for regional multimodal transportation connections.

The General Plan states: “Pedley’s potential as a key component of the City’s identity, its ability to preserve its historical heritage and establish a downtown environment that attracts locals to shop, dine and socialize is critical.”

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General Plan Program LUE 5.1.7, Town Center Area Plans, states: “The City will prepare an area plan for each of its three town centers to establish a consensus and a vision that is shared by the stakeholders and the City Council.” Following the direction of the General Plan, the City has prepared the Pedley Town Center Plan, a strategic visioning plan that will serve as the guiding policy and design document for the Pedley Town Center area, and be adopted as part of the City of Jurupa Valley General Plan.

The Planning Commission held a public hearing on April 9, 2025 and unanimously approved Resolution No. PC -2025-04 recommending that the City Council adopt the Pedley Town Center Plan as part of the General Plan.

ANALYSIS
The Pedley Town Center Plan clarifies the long-term vision for how the area should develop and improve in the future and provides implementation strategies for incremental change over time. The Pedley area is bisected by Limonite Avenue, Van Buren Boulevard, and the railway, resulting in disconnected areas. An overarching goal of the Pedley Town Center Plan is to “stitch” these areas back together into a unified Town Center. The Plan will guide future development and public improvements to create a cohesive center that will anchor this historic area of the city and help solidify its identity within Jurupa Valley.

The Plan builds on the General Plan “town center” vision and provides a bridge between General Plan policy and future regulatory changes, which will be form-based Town Center Zoning for the Pedley area that is currently being drafted and is anticipated for public hearings in summer 2026. (This effort is being funded by REAP 2.0 and SB 1 funds through SCAG’s Sustainable Communities Program, and administered by SCAG.) In the interim, Chapter 3 of the draft Pedley Town Center Plan includes a process for issuance of interim development permits by Planning Division and decision makers when reviewing “interim” development proposals within the Plan area to ensure that such proposals are consistent with the vision, goals and intended outcomes of the Pedley Town Center Plan.

Community Engagement
The Pedley Town Center Plan was developed and refined based on a visioning process and public input received through stakeholder interviews, a communitywide online survey, and three publicly noticed Joint Study Sessions with the City Council and Planning Commission.

Community Visioning Survey
An online community visioning survey was conducted for the Pedley Town Center area that asked questions about the respondents’ experience living and/or working in Jurupa Valley overall, the Limonite Corridor through Pedley Town Center , the c ommercial and civic activities and amenities in the Pedley Town Center , and the r esidential neighborhoods north and south of Limonite in the Pedley Town Center area. The survey was conducted in English and Spanish with a total of 389 respons es (360 English, 29 Spanish). Following are the recurring themes from the survey responses:
• There is a need and desire for more:
o Experience shopping; “main street” retail
o Dining options and places to gather
o Street and streetscape improvements
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o Business and housing options, including more rooftops to attract quality retail and support local businesses.
• Public safety (pedestrian, bike, horse) is a top priority and there is need for more ways to get around (connectivity).
• Trails and connections to the river are important.
• People value Pedley’s rural character and equestrian culture. • There is a desire to create a definable identity for Pedley and improve physical appearance.
• Poor maintenance of businesses and residences is a concern.

Joint City Council/Planning Commission Study Session #1 A study session was held with the City Council, Planning Commission and general public on March 2, 2023. The purpose of that study session was to present the results of community engagement efforts (e.g. online visioning survey and stakeholder interviews), analysis of existing conditions, and initial design concepts for discussion with the City Council, Planning Commission and general public. While the initial land use, circulation and design concepts were well received, there was concern about the potential for increased traffic. In addition, there were several comments around trails, both multi -use and equestrian, and direction to further address trails in the plan.

Joint City Council/Planning Commission Study Session #2 A second study session was held with the City Council, Planning Commission and general public on June 1, 2023. The purpose of that study session was to review and discuss refined land use and circulation concepts, including trails, address concerns and questions about traffic congestion, and receive further input and direction before proceeding to prepare the Draft Pedley Town Center Plan. While no public comments were received, all members of the City Council and Planning Commission provided comments and direction to proceed with preparing the Draft Pedley Town Center Plan.

Input received included the following themes and topic areas:
• Overall, there was unified support for the Plan and for solidifying a vision for an identifiable and authentic town center that capitalizes on the Metrolink station and City Hall to bring people to Pedley.
• The plan will give Pedley the identity it truly deserves, and help foster the concept of the “15-minute city

1.”
• In order to support a town center, we need to have population/houses. This is a long-term vision that will require significant funding and the plan should address implementation and economic reality. Many improvements could be funded through new development.
• We need to continue to ensure local business retention, and consider how to address heavier industrial uses in southern part of the Plan area and respect their historic contributions.

1 A 15-minute city enables residents to access most daily amenities within a 15 to 20-minute walk, bike or other mode of transportation from any point in a city, town or village regardless of size. This approach aims to reduce car dependency, promote healthy and sustainable living, and improve wellbeing and quality of life. Implementing the 15- minute city concept requires a multi -disciplinary approach, involving transportation planning, urban design , and policymaking, to create well-designed public spaces, pedestrian-friendly streets, and mixed-use development.

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• Support for the focus on overall connectivity, public transportation support, and focus on equestrians.
• Need horse trails from Mira Loma down to Pedley and south to the river, including safe crossing of Limonite. The tunnel at Dodd Street is effective for crossing Limonite with horses.
• Support for the long-term idea of a bridge over Van Buren, which has been a division for some time. Claremont is an example of a big bridge over freeway that accommodates multi-modes and is landscaped beautifully. This connection is critical and should be a priority, and would be great if it could accommodate horses too.
• Support for paths, trails and trees that provide shade and cooling, as well as more benches and places to sit. Support for providing more public spaces to gather.

Joint City Council/Planning Commission Study Session #3 A third study session was held on November 2, 2023. The purpose of this study session was to present and discuss the Draft Pedley Town Center Plan, with a focus on discussing the implementation strategies and recommendations, and land value economics related to Town Center planning efforts. Chapter 3 of the Draft Pedley Town Center Plan outlines the first steps necessary to turn the priorities and vision of the Plan into a reality. This includes: updates to related policy and regulatory documents, such as the General Plan; district management and financing, especially to improve and maintain infrastructure; creating strategic partnerships to make projects possible; and staff training, development, and relationships with consulting professionals. At this study session, t he City Council provided direction to move forward with the necessary CEQA review and public hearings for adoption of the Pedley Town Center Plan.

Pedley Town Center Plan Goals and Priorities
Based on the community input received, the following nine goals and priorities were established for the Pedley Town Center Plan:

1. Preserving Pedley’s unique quality of life;

2. Improving public safety and wellbeing;

3. Strengthening Pedley’s identity and community character;

4. Promoting healthy living & walkability;

5. Increasing Transit Ridership at Pedley Station;

6. Ensuring that Pedley’s natural resources are available and enjoyable for future generations (environmental sustainability);

7. Creating a Town Center that can respond to a changing economy ( economic resiliency);

8. Actively managing growth and change;

9. Defining clear “implementation-focused” outcomes.

Plan Organization
The Pedley Town Center Plan (Attachment 2) is organized as follows:

Chapter 1 Background, Context & Opportunities

1.1. Executive Summary
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1.2. Community Priorities: A Community Vision & Plan

1.3. Pedley Plan Vision & Goals

1.4. Context & Opportunities
Chapter 2 Pedley Area Vision

2.1. Placemaking Principles: Making Authentic & “Complete” Places

2.2. Pedley Area Framework: Public Realm & Focus Area Opportunities

2.3. Public Realm Opportunities: Public Realm Overview & Priorities

2.4. Focus Area Opportunities
Chapter 3 Implementation

3.1. Work Plan

3.2. Policy and Regulatory Updates

3.3. Strategic Partnerships

3.2. Infrastructure Financing Strategies

3.4. District Management and Maintenance
Appendix A Approval of Interim Development Proposals
A.1. Findings of Consistency for Interim Development Proposals General Plan Amendments
General Plan Amendment (GPA) No. 25002 will add the Pedley Town Center Plan as Appendix A to the Land Use Element section of the General Plan. GPA25002 will also amend Policy LUE 5.15 and Programs LUE 5.1.7 and 5.1.8 and other minor clarifying text amendments to Town Center Overlay section of the Land Use Element, as shown on Exhibit “B” of Attachment 1 to this staff report.

Senate Bill 18 Notification
Senate Bill 18 (Chapter 905, Statutes of 2004, Government Code Section 65352.3) requires the City to contact California Native American Tribes prior to adoption of a general plan amendment and allows tribes 90 days to request consultation. On December 18, 2024, the City notified the t ribes identified by the Native American Heritage Commission, which served as a formal request for tribal consultation under the provisions of Government Code §65352.3 and §65352.4. There was no request for tribal consultation within the 90-day review period.

NOTICING REQUIREMENTS
A legal advertisement was published in the Press Enterprise on April 21, 2025. No responses have been received at this time.

ENVIRONMENTAL DETERMINATION
In approving the General Plan in 2017, the City Council certified the Jurupa Valley 2017 General Plan Programmatic Final Environmental Impact Report ( FEIR) (SCH No. 2016021025) in accordance with the CEQA. Pursuant to CEQA Guidelines Section 15164, the City has reviewed the proposed Pedley Town Center Plan against the 2017 FEIR and determined the FEIR adequately addresses all the environmental issues associated with the project. The proposed project would not result in any new significant impacts on the environment based upon the analysis and conclusions presented in the 2017 FEIR. In addition, previously identified significant impacts would not be substantially Regular City Council Meeting - May 1, 2025

more severe than shown in the previous FEIR. Finally, no new feasible mitigation measures have been identified that would substantially reduce significant impacts identified in the 2017 FEIR. Therefore, an FEIR Addendum (Attachment 4) has been prepared for the Pedley Town Center Plan. Unlike an EIR, an Addendum is not required to be circulated for public review.

FINANCIAL IMPACT
The preparation of the Pedley Town Center Plan was funded by a Senate Bill (SB) 2 Planning Grant from the State Department of Housing and Community Development.

Costs associated with environmental documentation and public hearing preparation were included in FY 2024-25 budget for Community Development.

ALTERNATIVES

1. Recommended Action: That the City Council adopt Resolution No. 2025-49 thereby adopting the Pedley Town Center Plan and an Addendum to the General Plan FEIR pursuant to CEQA Guidelines Section 15164.

2. Provide alternative direction to staff.

3. City Council may elect not to adopt Resolution No. 2025-49.

Prepared by:
��
Joe Perez
Assistant City Manager/Community
Development Director
Reviewed by:

Susan Paragas
Director of Finance
Reviewed by:

Peter M. Thorson
City Attorney
-- ---. .. -� www.jurupavalley.org -=--= --
Submitted by:
�ti.

Rod B. Butler
City Manager
Reviewed by:

Michael Flad
Assistant City Manager
Page I 6
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ATTACHMENTS:

1. Resolution No. 2025-49
a. Exhibit A: Pedley Town Center Plan (Adoption Draft, dated March 2025) b. Exhibit B: General Plan Text Amendments (Redlined)
c. Exhibit C: Addendum to the City of Jurupa Valley General Plan Certified Environmental Impact Report (SCH No. 2016021025)
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ATTACHMENT 1
Resolution No. 2025-49
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CC Reso. No. 2025-
RESOLUTION NO. 2025-49

A RESOLUTION OF THE CITY COUNCIL OF THE CITY

OF JURUPA VALLEY ADOPTING THE PEDLEY TOWN

CENTER PLAN, AND AN ADDENDUM TO THE GENERAL

PLAN ENVIRONMENTAL IMPACT REPORT PURSUANT
TO CEQA GUIDELINES SECTION 15164 (GPA 25002)

THE CITY COUNCIL OF THE CITY OF JURUPA VALLEY DOES RESOLVE AS FOLLOWS:

Section 1. Project. The City seeks to amend the General Plan to adopt t he Pedley Town Center Plan to clarify the long-term vision for how the area should develop and improve in the future and provide implementation strategies for incremental change over time (the “Project”).

Section 2. General Plan Amendment.
(a) On November 2, 2023, t he City initiated General Plan Amendment No. 25002 to prepare the Pedley Town Center Plan.
1) General Plan Amendment No. 25002 will add the Pedley Town Center Plan (attached hereto as Exhibit “A”) as Appendix A to the Land Use Element section of the General Plan. General Plan Amendment No. 25002 will also amend LUE 5.15 and Programs LUE 5.1.7 and 5.1.8 regarding Town Center Standards and other minor clarifying text amendments to Town Center Overlay section of the Land Use Element, as shown on Exhibit “B”. (b) Section 9.30.010.A. of the Jurupa Valley Municipal Code provides that any amendment to any part of the Jurupa Valley General Plan, shall be adopted in accordance with the provisions of Section 65300 et seq. of the Government Code, as now written or hereafter amended, and Chapter 9.30 of the Jurupa Valley Municipal Code.
(c) Section 9.30.010.B. of the Jurupa Valley Municipal Code provides that the initiation of proceedings for the amendment of any part of the Jurupa Valley General Plan shall be conducted in accordance with the provisions of Chapter 9.30 of the Jurupa Valley Municipal Code. (d) Section 9.30.040.D. of the Jurupa Valley Municipal Code provides that the owner of real property, or a person authorized by the owner, seeking to change the land use designation on that real property, shall have the right to apply for a General Plan amendm ent without having to request that the City Council adopt an order initiating proceedings for an amendment as detailed in Section 9.30.040. Instead, the owner of real property, or a person authorized by the owner, seeking to change the land use designation on that real property may apply for a General Plan amendment through the Planning Department and pay the required fee.

Upon submittal of an application, the amendment shall be processed, heard and decided in accordance with Sections 9.30.010 and 9.30.100 of the Jurupa Valley Municipal Code. (e) Section 9.30.100.(1) of the Jurupa Valley Municipal Code provides that proposals to amend any part of the Jurupa Valley General Plan shall be heard by the Planning Regular City Council Meeting - May 1, 2025

Commission during a public hearing on the matter. Further, Government Code Section 65353 provides that when a city has a planning commission authorized by local ordinance or resolution to review and recommend action on a proposed general plan, the commiss ion shall hold at least one public hearing before approving a recommendation on the adoption of a general plan. (f) Section 9.30.040.(F)(2) provides that the Planning Commission resolution and City Council resolution recommending approval of an Entitlement/Policy Amendment to the General Plan shall make the first two findings listed below and any one or more of the subsequent findings listed below:
1) The proposed change does not involve a change in or conflict with:
the Riverside County Vision; any General Planning Principle set forth in General Plan Appendix B; or any Foundation Component designation in the General Plan. 2) The proposed amendment would either contribute to the purposes of the General Plan or, at a minimum, would not be detrimental to them. 3) Special circumstances or conditions have emerged that were unanticipated in preparing the General Plan.
4) A change in policy is required to conform to changes in state or federal law or applicable findings of a court of law.
5) An amendment is required to comply with an update of the Housing Element or change in State Housing Element law.
6) An amendment is required to expand basic employment job opportunities (jobs that contribute directly to the city's economic base) and that would improve the ratio of jobs-to-workers in the city.
7) An amendment is required to address changes in ownership of land or land not under the land use authority of the City Council. (g) Section 9.30.100.(2) of the Jurupa Valley Municipal Code provides that after closing the public hearing, the Planning Commission shall make a recommendation for approval or disapproval within a reasonable time, by resolution, including therein its findings, and transmit it to the City Council with a copy mailed to the applicant. A recommendation for approval shall be made by the affirmative vote of not less than a majority of the total membership of the Planning Commission. If the Planning Commission cannot reach a decision within a reasonable time after closing the hearing, that fact shall be reported to the City Council and shall be deemed a recommendation to deny the proposal. Further, Government Code Section 65354 provides that the planning commission shall make a written recommendation on the adoption of a general plan, that a recommendation for approval shall be made by the affirmative vote of not less than a majority of the total membership of the commission, and that the planning commission shall send its recommendation to the legislative body.
(h) Section 9.30.100.(3) of the Jurupa Valley Municipal Code provides that upon receipt of a recommendation of the Planning Commission on an amendment of the General Regular City Council Meeting - May 1, 2025

Plan, the City Clerk must set the matter for public hearing before the City Council at the earliest convenient day and give notice of public hearing in the same manner as notice was given of the hearing before the Planning Commission.

Section 3. Procedural Findings. The City Council of the City of Jurupa Valley does hereby find, determine and declare that:
(a) The application for the Project was processed including, but not limited to a public notice, in the time and manner prescribed by State law and Jurupa Valley Ordinances. (b) On April 9, 2025, the Planning Commission of the City of Jurupa Valley held a public hearing on the Project at which time all persons interested in the Project had the opportunity and did address the Planning Commission on these matters. Following the receipt of public testimony, the Planning Commission closed the public hearing. (c) On May 1, 2025, the City Council of the City of Jurupa Valley held a public hearing on the Project at which time all persons interested in the Project had the opportunity and did address the City Council on these matters. Following receipt of public testimony, the City Council closed the public hearing.
(d) All legal preconditions to the adoption of this Resolution have occurred.

Section 4. California Environmental Quality Act Findings. T he City Council of the City of Jurupa Valley makes the following environmental findings and determinations in connection with the approval of the Project:

A. Pursuant to California Environmental Quality Act (“CEQA”) (Cal. Pub. Res. Code § 21000 et seq.) and the State Guidelines (the “Guidelines”) (14 Cal. Code Regs. § 15000 et seq.), City staff has considered the potential environmental impacts of the Project. The Jurupa Valley General Plan (General Plan) was adopted by Resolution No. 2017- 14 on September 7, 2017. In approving the General Plan in 2017, the City Council certified the Jurupa Valley 2017 General Plan Programmatic Final Environmental Impact Report ( “FEIR”) (SCH No. 2016021025) in accordance with CEQA. Pursuant to CEQA Guidelines Section 15164, the City has reviewed the proposed GPA No. 25002 against the FEIR and determined the FEIR adequately addresses all the environmental issues associated with the P roject. The P roject would not result in any new significant impacts on the environment based upon the analysis and conclusions presented in the FEIR. In addition, previously identified significant impacts would not be substantially more severe than shown in the previous F EIR. Finally, no new feasible mitigation measures have been identified that would substantially reduce significant impacts identified in the FEIR.

B. Consistent with CEQA Guidelines Section 15164, the City Council finds and determines that an Addendum to the FEIR is the appropriate environmental document to analyze the Project because:

1. Some changes or additions to the FEIR are necessary, but none of the conditions described in State CEQA Guidelines Section 15162 calling for the preparation of a subsequent EIR have occurred.

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2. There are no substantial changes proposed by the Project that will require major revisions of the previously certified FEIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects;

3. No substantial changes have occurred with respect to the circumstances under which the Project is undertaken that will require major revisions of the previously certified FEIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; and

4. There is no new information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the FEIR was adopted showing that: (a) the changes proposed with the Project will have one or more significant effects not discussed in the FEIR; (b) there are significant effects previously examined that will be substantially more severe than shown in the FEIR; (c) there are mitigation measures or alternatives previously found not to feasible th at would in fact be feasible and would substantially reduce one or more significant effects of the project, but the City declines to adopt the mitigation measures or alternative; or (d) mitigation measures or alternatives which are considerably different from those analyzed in the FEIR would substantially reduce one or more significant effects on the environment, but the City declines to adopt the mitigation measure or alternative.

B. The custodian of records for the FEIR and Addendum, and all other materials that constitute the record of proceedings is the Community Development Department of the City of Jurupa Valley. Those documents are available for public review in the Community Development Department located at 8930 Limonite Avenue, Jurupa Valley, California 92509.

Section 5. Findings for Approval of General Plan Amendment . The City Council of the City of Jurupa Valley finds and determines that General Plan Amendment No. 25002 should be adopted because:
(a) The proposed change does not invol ve a change in or conflict with the Riverside County Vision; any General Planning Principle set forth in General Plan Appendix B; or any Foundation Component designation in the General Plan. (b) The proposed amendment would either contribute to the purposes of the General Plan or, at a minimum, w ould not be detrimental to them because it is supporting and fulfilling the direction of the General Plan Land Use Element to prepare a Town Center Plan for the Pedley area.
(c) An amendment is required to expand basic employment job opportunities (jobs that contribute directly to the city's economic base) and that would improve the ratio of jobs- to-workers in the city. A primary goal of the Pedley Town Center Plan is economic resiliency to respond to a changing economy. Over the past several decades the nature of retail has changed radically, and continues to evolve. Commercial strip commodity retail has been in decline, supplanted by a combination of online shopping and “experience retail” centers of various types, including revitalized downtowns and lifestyle shopping centers. Experience retail destinations Regular City Council Meeting - May 1, 2025

offer customers not just the chance to purchase goods, services and meals, but to “make an outing of it”, spending time walking around with friends and family, meeting neighbors, and making new friends. Such “small downtowns” are places where anyone can go, any time, for any reason or for no reason at all, other than that it just being an enjoyable place to be. Accordingly, the place itself becomes the “anchor tenant”, drawing visitors from all around, who tend to stay longer than they might have otherwise planned. This is extremely good for business, often providing enough foot traffic to support small, unique, locally owned businesses in addition to regional and national chains. Finally, enabling an appropriate amount of new village-scale and village-character housing to be integrated into the Town Center, can significantly improve the financial feasibility of infill development and help to fund the necessary streetscape and public space improvements. In addition, a focus area of the Plan is the Southeast Employment District, which is currently comprised of industrial and underutilized industrial uses. Being directly adjacent to the Pedley Metrolink Station and with new residential development flanking the east edges of this area, there is significant opportunity for this somewhat underutilized area to evolve into a more significant employment district - that starts to add more intense / “jobs-per-acre” uses within close proximity to regional transit and the amenities of the Town Center.

Section 6. Adoption of Addendum to the FEIR . Based on the foregoing, the City Council of the City of Jurupa Valley adopts the Addendum to the FEIR as described in Exhibit “C,” which is hereby incorporated by this reference.

Section 7. Approval of General Plan Amendment No. 25002. Based on the foregoing, the City Council of the City of Jurupa Valley hereby approves General Plan Amendment No. 25002.

Section 8. Certification. The City Clerk shall certify to the adoption of this Resolution.

PASSED, APPROVED AND ADOPTED by the City Council of the City of Jurupa Valley on this 1st day of May, 2025.

______________________________
Brian Berkson
Mayor

ATTEST:

_______________________________
Evelyne C. Ssenkoloto, CMC
City Clerk
Regular City Council Meeting - May 1, 2025

STATE OF CALIFORNIA )
COUNT
Y OF RIVERSIDE ) ss.

CITY OF JURUPA VALLEY )
I, Evelyne C. Ssenkoloto, City Clerk of the City of Jurupa Valley, do hereby certify that the foregoing Resolution No. 2025-49 was duly adopted and passed at a meeting of the City Council of the City of Jurupa Valley on the 1st day of May, 2025, by the following vote, to wit:

AYES:

NOES:

ABSENT:

ABSTAIN:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Jurupa Valley, California, this 1st day of May, 2025 ___________________________
EV
ELYNE C. SSENKOLOTO, CMC

CITY CLERK
Regular City Council Meeting - May 1, 2025

EXHIBIT A OF ATTACHMENT 1
Pedley Town Center Plan (Adoption Draft, dated March 2025)

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CITY OF JURUPA VALLEY
ADOPTION DRAFT - March 2025

PEDLEY TOWN CENTER PLAN
Regular City Council Meeting - May 1, 2025

| PEDLEY TOWN CENTER PLAN | CITY OF JURUPA VALLEY, CA
2 Back to T.O.C
Regular City Council Meeting - May 1, 2025

ADOPTION DRAFT | MARCH 2025 |
3 ACKNOWLEDGEMENTS
A SPECIAL THANKS:

This Pedley Town Center Plan and the goals, vision, strategies, development standards, and implementation plan herein, are a result of a collaborative effort between the City of Jurupa Valley and its City Council and Planning Commission, its team of professional consultants, and the active, thoughtful participation of Jurupa Valley’s engaged community. This Plan was funded with SB2 Planning Grant from the California Department of Housing and Community Development.

Specific acknowledgment is given to the following individuals:

CONSULTANT TEAM
Civic Solutions |
Jean Ward, Principal-Planner / Project Manager
Sargent Town Planning | Urban Planning &
Design Lead, Town Center Plan Preparation
Peter VanderWal, Principal, Project Director
David Sargent, Senior Principal
Andrew Krizman, Senior Urban Planner & Designer
Michael Mabaquiao, Senior Urban Designer
Javier Ballesteros, Associate, Urban Designer
Fehr & Peers | Traffic & Mobility
Jason Pack, Principal
Biling Liu, Transportation Engineer

CITY OF JURUPA VALLEY
Residents, Businesses and Organizations
A special thanks to the many residents, businesses,
organizations and stakeholders who have generously
contributed their time, energy, and input into the
creation of this Pedley Town Center Plan.

City Council
Brian Berkson, Mayor
Chris Barajas, Mayor Pro Tem
Guillermo Silva, Mayor
Armando Carmona, Member
Veronica Sanchez, Member
Leslie Altamirano, (Former Member)
Planning Commission
Arleen Pruitt, Chair
Laura Shultz, Chair Pro Tem
Penny Newman, Commissioner
Uriel De La Torre, Commissioner
Christobal Rosales, Commissioner
Hakan Jackson, (Former Commissioner)
Yessenia Villagomez, (Former Commissioner)

City Staff
Rod Butler, City Manager
Michael Flad, Assistant City Manager
Joe Perez, Community Development Director
Dianne Guevara, Deputy Community Development Director
Annette Tam, Planning Manager
Paul Toor, Director of Public Works / City Engineer
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TABLE OF CONTENTS
CHAPTER 1 BACKGROUND, CONTEXT & OPPORTUNITIES
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.1. Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 A. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 B. Plan Authority & Relationship to Other Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 C. Town Center Plan Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

1.2. Community Priorities: A Community Vision & Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.3. Pedley Plan Vision & Goals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 A. Pedley Town Center Vision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 B. Goals & Priorities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

1.4. Context & Opportunities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 A. Pedley Past & Present . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 B. Plan Area Opportunities & Challenges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 CHAPTER 2 PEDLEY AREA VISION
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

2.1. Placemaking Principles: Making Authentic & “Complete” Places . . . . . . . . . . . . . . . .28

2.2. Pedley Area Framework: Public Realm & Focus Area Opportunities. . . . . . . . . . . . .30

2.3. Public Realm Opportunities: Public Realm Overview & Priorities. . . . . . . . . . . . . . . .34

2.3.1. Complete Street Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 A. Streetscape, Placemaking & Traffic Calming Improvements. . . . . . . . . . . . . . . .40 B. Equestrian-Priority Network Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 C. Bicycle-Priority Network Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 D. Transit-Priority Network Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

2.3.2. Street Improvement Case Studies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 A. Limonite Complete Street Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 B. Clay Street Improvement Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 C. Neighborhood Street Improvement Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 D. Van Buren Beautification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

2.3.3. Van Buren Crossing Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 A. Future Pedestrian/Bicycle/Equestrian Overpass. . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 B. Limonite Avenue Underpass Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

2.3.4. Parks, Open Space & Trails Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 A. Parks & Community Gathering Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 B. Trails and Natural Open Spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Regular City Council Meeting - May 1, 2025

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2.4. Focus Area Opportunities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

2.4.1. Pedley Station Area & Transit Village . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 A. Pedley Station Transit Plaza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 B . Transit Village Neighborhoods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 C . Pedley Town Green . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

2.4.2. Pedley Civic Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

2.4.3. Limonite Mixed-Use Village . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

2.4.4. Southeast Employment District . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

2.4.5. Neighborhood Infill Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 CHAPTER 3 IMPLEMENTATION
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102

3.1. Work Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

3.2. Policy & Regulatory Updates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 B. Current Actions and Updates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 C. Future Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

3.3. Strategic Partnerships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 B. RTA and Metrolink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 C. Developer Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

3.4. Infrastructure Financing Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 B. Potential Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 C. Deploy “Tactical” & Low Cost Improvement Strategies . . . . . . . . . . . . . . . . . . . . . . . . .113

3.5. District Management & Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 B. City Staff Training & Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 C. Identification & Protection of Key Sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 D. Town Center Maintenance & Improvement Entity . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 E. Establish a “Park-Once” District . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

APPENDIX A APPROVAL OF INTERIM DEVELOPMENT PROPOSALS
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 A.1. Findings of Consistency for Interim Development Proposals. . . . . . . . . . . . . . . . . . . 120 Regular City Council Meeting - May 1, 2025

Regular City Council Meeting - May 1, 2025

Chapter 1

BACKGROUND, CONTEXT
& OPPORTUNITIES

INTRODUCTION

IN THIS CHAPTER

1.1. Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2. Community Priorities: A Community Vision & Plan. . . . . . . . . . . . . . . . . 14

1.3. Pedley Plan Vision & Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

1.4. Context & Opportunities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 This chapter provides an overview of the Pedley Town Center Plan, including a summary of the Plan’s boundaries and context, and community engagement conducted through throughout the
preparation of the Plan. Emerging from this process is a number of “Community Priorities” which directly inform the Plan’s Vision, Goals and Priorities. Based on these, specific near-term and longer-term Opportunities and Challenges are identified within the Pedley Area to bring this community vision to fruition.

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1.1 | Executive Summary
A. INTRODUCTION
The Limonite Avenue Corridor runs through the heart of the Pedley Area “...this Town Center Plan
is designed to be a tool
for clearly articulating an
implementation-focused
community vision to guide
the future of the Pedley
area, and to preserve
and enhance its many
unique characteristics
and attributes for the
enjoyment of generations
to come.”
I. What is The Pedley Town Center Plan?
The City of Jurupa Valley spans approximately 45 square miles between the southern California cities of Ontario and Riverside. Much of the city’s area is made up of either semi-rural equestrian properties or conventional suburban development, however, specific areas like Pedley, due to their history and location, began as small, traditional centers of commerce and activity. The 2017 General Plan defines areas within the communities of Rubidoux, Glen Avon, and Pedley as “Town Centers”, prescribing that individual “Area Plans” be prepared to guide future development in each area, identifying Pedley as the first of these to be prioritized.

Accordingly, in February 2022, the City of Jurupa received a SB-2 funding grant from the California Department of Housing and Community Development (HCD) to develop a Pedley Town Center Plan. While a focus of the SB2 grant program is the delivery of new attainable housing within the Plan Area, this Town Center Plan is designed to be a tool for clearly articulating an implementation-focused, community-based vision to guide the future of the Pedley area, and to preserve and enhance its many unique characteristics and attributes for the enjoyment of generations to come.

The City of Jurupa Valley was formed in large measure to enable the local community to take charge of its future, and this Plan represents a critical first step in clarifying a near and long-term vision for Pedley, to guide and shape future growth, development and investment.

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II. Pedley Town Center Plan Boundaries - A Central Location Figure 1.1 below shows the Pedley Town Center Plan boundaries, approximately 1,060 acres in area, within a citywide and local regional context. More detailed boundaries of the Plan Area can be seen in Figure 1.3 to follow.

The historic community of Pedley is located at the intersection of several important regional circulation routes, including Limonite Avenue, Van Buren Blvd, Metrolink Rail, and the Santa Ana River Trail. Pedley is currently also the civic hub of Jurupa Valley with City Hall located on Limonite Ave, just west of Van Buren Blvd.

Pedley is also located at the center of a 15-mile circle that encompasses many tens of thousands of jobs and other amenities in Riverside, Ontario, Fontana, Rancho Cucamonga, Pomona, Montclair, Chino, Corona, Moreno Valley, and San Bernardino. As the Pedley Town Center becomes a unique, semi-rural, small-town destination for family activity and recreation, as is an intention of this Plan, it can draw customers from those communities, while providing local residents with a wide range of employment options.

However, this central location and easy access by freeways and major arterial streets is both an opportunity and an ongoing challenge for Pedley. While it brings many thousands of commuters and potential customers through the heart of Pedley every workday, most of this is currently “cut-through traffic.” Because of street infrastructure constraints, as well as limited offerings which might cause commuters to stop and patronize local businesses in this area, Pedley is currently negatively impacted by significant traffic congestion and noise.

Accordingly, the placemaking vision for creating an authentic Pedley Town Center, as described in this Plan, is intentionally and carefully balanced with strategies for calming traffic, retaining visitors, and providing multi-modal circulation alternatives to vehicular travel to make Pedley a place for everyone, accessible to everyone, without displacing or negatively impacting the lives and livelihoods of Pedley’s current residents and businesses.

Pedley Town Center Plan area within the Citwide Boundaries of Jurupa Valley, CA FIGURE 1.1 | PEDLEY AREA LOCATION & TOWN CENTER PLAN BOUNDARIES Pedley Town Pedley Town
CenterCenter
Glen Avon Glen Avon
Town CenterTown Center
Rubidoux Rubidoux
Town CenterTown Center
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I. Town Center Plan Authority
Accordingly the Pedley Town Center Plan (PTCP), adopted as an Area Plan of the City of Jurupa Valley General Plan, defines a “preferred community vision” for Pedley, and provides a blueprint for strategic actions that the city may pursue / prioritize to begin to realize this vision incrementally over time. While a number of specific opportunities and vision concepts are studied and illustrated in detail in this plan, these are conceptual only and do not represent “proposed projects.”
Additionally, while no regulatory changes (updated zoning, development standards, etc.) are included in this PTCP, the Plan informs the preparation of new / updated design standards for public realm improvements (streets, trails, parks and open spaces) and private development that are being conducted in a parallel planning effort.

B. PLAN AUTHORITY & RELATIONSHIP TO OTHER PLANS
II. Relationship to Other Plans
Several previously adopted planning documents and initiatives inform and guide the vision of this Pedley Town Center Plan, notably; + Jurupa Valley General Plan (2017). The 2017 General Plan identifies specific areas within the communities of Rubidoux, Glen Avon, and Pedley as “Town Centers”, designating these centers with a “Town Center Overlay” to encourage the development of traditional, pedestrian-oriented town centers with characteristics that distinguish them from surrounding areas, highlighting the following attributes and intentions for these places:
“These centers promote walkability, equestrian accessibility, civic, cultural, entertainment, retail, and service uses. Mixed- residential and commercial uses may also contribute to the town centers’ energy and distinctive characters... Town centers also serve adjacent and nearby residential neighborhoods and are intended to reflect a small downtown atmosphere. They are also places that attract residents from adjacent areas to socialize, shop, and dine.” + General Plan Amendments (2025). This Town Center Plan, adopted as an Area Plan of the City’s General Plan, clarifies, expands, and guides implementation of the General Plan’s intentions in Pedley, and serve as a basis for the updated zoning and public/private development standard.
+ Circulation Plan for Bicyclists and Pedestrians (2018). The Circulation Plan for Bicyclists and Pedestrians (CPBP) adopted in June 2018, identifies existing and recommended future facilities for bicycles and pedestrians citywide. This Town Center Plan takes several cues from and expands on that initial effort, including recommended “Priority Routes” and improvements for pedestrians, bicyclists, equestrian and transit riders, as the basis for future updates the General Plan Mobility Element and/or other Citywide Mobility Plan.

Walkable town center with equestrian
accessibility
Mixed-use town center with residential units
over retail and restaurants
Town centers should be adjacent to
residential neighborhoods
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a
a
a
d
d
e
e
f
b
c
Vehicular Travel Zone:

Travel lanes (10-12’), medians, turn lanes, bus
lane
Parking Zone:

Door buffer (18”), angled parking
(18’), parallel parking (7’-8’), bus
stop, canopy trees in curbed
island
Buffered Bike Lane:

Bike lane (6’), door
buffer (18”-36”)
Landscape & Furnishing
Zone (6’-12’): Streetlights,
dining, trash can, shade
trees. benches, bus
shelter, bike parking
Sidewalk (8’-12’)
Edge of Roadway (fixed)Edge of Roadway (fixed)
Edge of Right-of-WayEdge of Right-of-Way
B. Constrained Sidewalks Variation
A. Ideal Scenario
C. Constrained Roadway Variation
D. Constrained Sidewalks & Roadway
E. Equestrian Variation
F. Frontage Lane Variation
Parks and Recreation Master Plan,
envisioning varied, accessible parks
Trails Master Plan (in process) evalates and
identifies priority improvements for the
City’s trail networks.

Citywide Corridors Plan includes a toolkit of
street improvement concepts and strategies
for equitably implementing context-aware
improvements along the City’s corridors
that improve multi-modal safety, enhance
City identity and improve economic
performance.
+ Parks and Recreation Master Plan (2024). This adopted Master Plan (PRMP) is the first based almost completely on community input since the Jurupa Area Recreation & Park District’s (JARPD) founding in 1984. Beginning with extensive outreach, inventory, facilities use analysis, and incorporation of trends in recreation and open space use, the Plan has developed broad recommendations for operations, maintenance, priority projects and funding. Plan goals, policies and actions are to serve as a road map to guide the JARPD over the next 10 years and beyond (to be updated every five years). While the PTCP describes an overall intent for the seamless integration of parks and open spaces into neighborhoods, centers and districts envisioned for the Pedley area, the PRMP is the governing Plan for specific implementation details of such spaces. + Trails Master Plan (2024-2025). The Trails Master Plan (TMP) is a joint JARPD/City of Jurupa Valley plan developed in parallel with the 2024 JARPD Parks and Recreation Master Plan, to evaluate and update the City’s existing trails network – both off-road and along city streets - with improvements, adjustments and proposed extensions. While the PTCP identifies “Priority Routes” for equestrian and bicycle circulation within Pedley area, the TMP (or other superceding Citywide Mobility Plan) will guide specific design and implementation details of such facilities (see Sections 3.2.B &

3.2.C).
+ The Citywide Corridors Plan (2024-2025). The Citywide Corridors Plan (CCP) contains analyses, street design concepts, a “toolkit” and an inventory matrix for enhancing safety, equitable access, city identity, and economic vitality on Jurupa Valley’s primary corridors.

Though these routes are vital to connecting neighborhoods, shopping, workplaces, and community destinations across the city, they present significant safety challenges. The plan focuses on measures promoting safer interactions between drivers, pedestrians, cyclists, and horse riders, while integrating opportunities to elevate the city’s image, support the economic growth of town centers, and attract compatible housing
investment. Improvements are tailored to the different potentials of corridor segments, with particular attention to areas where walking, biking, and transit are more in-demand. The streetscape and “public frontage” improvements identified in the PTCP are reinforced by the CCP’s toolkit of improvements, and the CCP will function as the City’s tool for implementing such improvements in the Pedley area.

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This Pedley Town Center Plan is organized as follows:

C. TOWN CENTER PLAN OVERVIEW
Chapter 2 - Pedley Area Vision
Chapter 2 translates these goals and community
priorities into tangible “Framework Plan” for Pedley,
made up of design and vision concepts for a variety of
opportunities within the Pedley Area. All such concepts are based on timeless Placemaking Principals, and
on the best-practices and common attributes of
many other authentic and successful town center
environments.

The Framework Plan (and related strategies and design
concepts) is organized into two main categories: Public Realm Improvements and Focus Area Design Concepts.

Strategies and recommendations for the Public Realm
include the establishment of complete “Priority Routes” for equestrians, bicyclists and transit, and other general public realm improvement strategies to ensure safe,
comfortable circulation and enjoyment of Pedley for
pedestrians and users of all modes and all abilities, and the establishment of an authentically semi-rural public realm character and environment.

The Focus Areas study several significant place-specific opportunities for bringing the community’s vision of a
lively, authentic, semi-rural Town Center environment
to fruition, while preserving and enhancing Pedley’s
unique agrarian lifestyle.

Chapter 1 - Pedley Area Context &
Opportunities
Chapter 1 provides an overview of the Pedley Town
Center Plan, including a summary of the Plan’s
boundaries and context, and community engagement
conducted through throughout the preparation of
the Plan. Emerging from this process is a number of
“Community Priorities” which directly inform the Town
Center Plan’s Vision, Goals and Priorities. Based on these, specific near-term and longer-term Opportunities and
Challenges are identified within the Pedley Area to bring this community vision to fruition. These opportunities and challenges set up the placemaking strategies and
design concepts that are studies in detail in Chapter 2.

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Chapter 3 - Implementing the Vision
Chapter 3 provides a guidebook for incrementally
implementing the vision and concepts of Chapters 1
and 2 through an initial set of City Actions and Priorities, near-term and long-term. Of equal (and perhaps
greater) importance to any one implementation
action recommended in Chapter 3, is the imperative to
explicitly not make decision or approvals in the near-
term that prevent the intended long-term priorities and outcomes that this Plan helps to identify and articulate.

This requires strong understanding of the concepts of
this Town Center Plan by city staff and decision-makers, and collective commitment to its implementation.

Appendix A - Approval of Interim
Development Proposals
Prior to the adoption of new/updated development
standards to implement the vision for the Pedley Town
Center Plan (PTCP) area (See Implementation Section

3.2.B), Appendix A provides key findings that can be
made by staff and decision makers when reviewing
“interim” development proposals within the PTCP area
to ensure that such proposals are consistent with the
vision, goals and intended outcomes of the PTCP.

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A COMMUNITY VISION & PLAN
I. Community Priorities
Community surveys, stakeholder interviews and public meetings were conducted over the course of eight months from November of 2022 to June of 2023. This interaction allowed the planning team to better understand opinions and perspectives or local residents. The most often repeated points were as follows:

Pedley offers an authentic semi-rural character and lifestyle The community expressed a desire for more places and spaces for dining, shopping, entertainment and socializing in Pedley.

The desires safer, more attractive streets & public spaces.

1.2 | Community Priorities
+ Preserve and Enhance Pedley’s Semi-
Rural Character. Residents highly value
Pedley’s authentic rural character and
equestrian lifestyle, and there is a strong
desire to preserve and enhance these
aspects of the Pedley’s identity.
+ More things to do and places to go.

There is a clear community desire for
more shopping, dining and entertainment
options, as well as for additional
community gathering places within the
city. Pedley is well-positioned to provide
unique, authentic experiences that cannot
be found elsewhere in the city or region.
+ Safer, more attractive streets & public
spaces. Improvements to Pedley’s streets
- Limonite Avenue and Pedley Road in
particular - are necessary to enhance the
overall safety, functionality, and appearance
of the Town Center.

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+ Improved connectivity and transportation
options. Residents highlighted the
importance of safe and direct pedestrian,
bicycle, automobile, and equestrian
routes and access to facilitate convenient
movement throughout Pedley.

Residents desire better infrastructure for both horses and bicycles.

The community hopes for improved access to the Santa Ana River and trail.

Pedley is well-suited for new types of housing - in keeping with Pedley’s village-scale and character - that could benefit from proximity to the Metrolink / Transit Center.
+ Improved access to the Santa Ana River
and trail. There is a strong community
desire to expand the network of multi-
use and equestrian trails, particularly with
connections to the Santa Ana River and
regional trail.
+ Adding housing choices. Pedley is an
ideal location within the city to provide
new housing choices that could benefit
from proximity to regionally-serving transit
(Metrolink), and meet the needs of those
who would like to live in a unique, semi-
rural town center environment, but may
currently be unable to do so due to limited
housing choices in the area. Increased
housing is also an important strategy in
attracting and retaining the types of quality
retail and supporting local businesses
desired for Pedley’s Town Center.

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1.3 | Pedley Plan Vision & Goals
A. PEDLEY TOWN CENTER VISION
The following Vision Statement for the Pedley Town Center Plan has been informed by extensive community outreach and engagement, by the original vision set forth for the Pedley area in the Jurupa Valley 2017 General Plan, and by a variety of other preceding planning efforts for related to the Pedley area.

This vision statement informs all other sections of this Plan, and as such, each new improvement and addition in Pedley should be shown to actively participate in and contribute to it.

The Pedley Town Center is a place for everyone; a human-scaled center of community activity, celebrating, supporting and enhancing the agrarian lifestyle and semi- rural character of this unique part of Jurupa Valley, and providing a lively, welcoming place for community, commerce and culture to thrive for generations to come.

Conceptual Vision Illustrations of future Town Center environment in the Peldey Station Area - including a conceptual Town Green and Transit Plaza (See Chapter 2 - Pedley Area Vision)
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1. Preserve Pedley’s unique quality of life. The quality of life in rural California has always been defined by having a place of one’s own to live, connected to the land and wide open spaces, and with the option to “go into town” for shopping, dining and socializing with friends and
family. Jurupa Valley’s semi-rural neighborhoods provide abundant opportunities for an authentic agrarian lifestyle - including small-plot agriculture and animal keeping - and its town centers, like Pedley, are envisioned to provide comfortable, walkable and lively small-town activity centers as a counterpoint to the quiet, low-density neighborhoods.

Distinctly different, and very complementary.

2. Improve Public Safety. Public safety is an top community priority, and is integral to the concepts and strategies studied in this Plan. Arterial streets developed to County standards effectively move cars at relatively high speeds through the rural countryside and past walled housing tracts, business parks and large shopping centers, but high speed traffic is incompatible with pedestrian, bicycle, and equestrian safety and comfort, and also with safe turning movements for
motorists turning into and out of cross streets and driveways of home sites and businesses. While Van Buren Boulevard effectively operates as a highway, with access to adjacent properties very strictly limited, Limonite Avenue, as currently designed, attempts to provide both relatively high speed automobile throughput and unlimited access to flanking
properties. The result is a dangerous environment for all users; pedestrian, cyclists, equestrians, and for motorists. A key priority of this Plan is to improve safety for all modes of transit.

3. Strengthen Pedley’s identity and community
character. The most essential characteristic of any town center is that its streets, parks, plazas and other open spaces - also known as the “Public Realm” - act as the “outdoor living rooms of the community,” providing attractive, shaded, wind- sheltered public spaces where residents and visitors can comfortably stroll, socialize and patronize unique shops and restaurants, and enjoy spending time with friends and family.

Pedley’s future town center will be characterized by charming streetscapes and unique buildings designed to enhance
Pedley’s authentic semi-rural town character and lifestyle.

B. GOALS & PRIORITIES
To accomplish this vision, a number of top-level goals and priorities for the Pedley Town Center Plan have been confirmed through community engagement and discussion:
... # 4-9 continued on following pages
Pedley can be an authentic Town Center that
celebrates, preserves and continues its rural and
agrarian heritage
Charming streetscapes can enhance Pedley’s semi-
rural town character
Multi-modal streetscape improvements on arterial
corridors can improve safety and usability for all.

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4. Promote Healthy Living and Walkability. Whereas the
neighborhoods and rural open spaces of Pedley invite walking, farming, horseback riding and many other healthy outdoor activities, much of the Town Center area is currently dominated by wide treeless streets, fast automobile traffic, and large, unattractive, and increasingly hot parking lots.

As envisioned by this Plan, streets in the Pedley Town Center will prioritize pedestrian, bicycle, and equestrian comfort and safety, providing wide shaded sidewalks, bicycle lanes and equestrian trails along prioritized routes. Shoppers and visitors will find it convenient and pleasant to park once and explore the Town Center on foot, which is not only healthy and fun but also very good for business. Walkable streets and trails will connect to surrounding neighborhoods to provide residents of with the option of walking or biking or riding to the Town Center, and new types of housing will integrated into the Town Center will provide new in-town living options for residents who value easy access to commercial and civic amenities.

5. Increase Transit Ridership at Pedley Station. As new activity concentrates around the Pedley Station area, a meaningful percentage of trips to and from the Town Center could be by train (Metrolink) or by bus (RTA). This shift would significantly reduce traffic congestion, vehicle miles traveled (VMT) per person and per transaction, as well as the total acreage of impervious parking lots needed to support the town center, supporting human health, environmental health, and economic health alike. Increased ridership demand at Pedley Station will also support the argument for additional and more regular rail trips/stops per day in Pedley, which, in turn, will make transit a more attractive and practical mobility option to more and more people.

6. Environmental Sustainability - Ensure Pedley’s natural resources are available and enjoyable for future
generations.

Pedley is blessed with a beautiful, natural,
rural setting, with the Santa Ana River to the south and the Pedley and Jurupa Hills to the north. Large lots in many of Pedley’s neighborhoods and strong access to open spaces support healthy outdoor and agrarian lifestyles. The street, trail and other pedestrian and equestrian improvements
recommended in this Plan will not only make the Pedley Town Center a unique, active, and welcoming place for residents and visitors, they will also significantly improve its environmental performance by enabling convenient access to the numerous amenities of the Town Center, by foot, by horse or by bike, rather than the current trend of driving and parking multiple times for multiple stops. Prioritizing the use of renewable energy sources (such as solar and wind) for future public and private development in Pedley will also support this goal.

Increasing transit ridership (Metrolink and RTA) at
Pedley Station is a top priority of this Plan, and will play a significant role in reducing traffic congestion
in the Pedley Area.

Recreational access to the Santa Ana River,
hills, and other parks and natural resources is
a top community priority. Conservation and
management of these treasured assets will ensure
that they can continue to be enjoyed by future
generations.

Providing residents with multiple mobility options
to go to and from the various destinations and
offerings of Pedley - including walking, biking, and
traveling by horse - is a top community priority, and
informs many of the strategies of this Plan.

B. GOALS & PRIORITIES (continued)
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7. Economic Resiliency - Respond to a changing
economy. Over the past several decades the nature of retail has changed radically, and continues to evolve. Commercial strip commodity retail has been in decline, supplanted by a combination of online shopping and “experience retail” centers of various types, including revitalized downtowns and lifestyle shopping centers. Experience retail destinations offer customers not just the chance to purchase goods, services and meals, but to “make an outing of it”, spending time walking around with friends and family, meeting neighbors, and making new friends.

Such “small downtowns” are places where anyone can go,
any time, for any reason or for no reason at all, other than that it just being an enjoyable place to be. Accordingly, the place itself becomes the “anchor tenant”, drawing visitors from all around, who tend to stay longer than they might have otherwise planned. This is extremely good for business, often providing enough foot traffic to support small, unique, locally owned businesses in addition to regional and national chains.

Finally, enabling an appropriate amount of new village-scale and village-character housing to be integrated into the Town Center, can significantly improve the financial feasibility of infill development and help to fund the necessary streetscape and public space improvements that will complete the Town Center placemaking.

8. Incremental Growth & Change. Recognize that authentic places develop, redevelop, and evolve incrementally and over time. The Pedley area already has over 100 years of history, and its present transformation and continued evolution
will happen over time through phased, adaptable, and
incremental development. As things change over time, this Plan serves as an ongoing reference manual to anticipate, guide, and evaluate such growth and change, to ensure that Pedley’s essential characteristics and qualities of preserved and enhanced for the benefit and enjoyment of generations to come.

9. Clearly Defined Implementation-Focused Outcomes.

This Plan provides the opportunity to ensure that all future development and improvements within the Plan Area be
appropriate in scale, form and character to Pedley’s unique and authentic semi-rural town center. This is done by
describing and illustrating a clear community vision of the key placemaking qualities and characteristics intended for Pedley, that will, in turn, serve as the basis for future updates to Zoning, and Development Standards, to help ensure that the community’s vision for a Pedley Town Center is delivered incrementally, one project and one improvement at a time.

Experience retail destination that mixes shopping
and hospitality
Village scale apartments above shops
Authentic places develop, redevelop, and evolve
over time
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A. PEDLEY PAST AND PRESENT
The community’s vision for the Pedley’s future is rooted in its storied rural past. The following is a brief overview of Pedley’s past and present, and future opportunities.

I. Community Origins
Like most riverfront lands in California, the Pedley area was frequented by migratory Native American hunters and gathers, though no permanent settlements have been identified within the Plan Area. In 1774, Juan Bautista de Anza crossed the Santa Ana River at Pedley Narrows, searching for a land route to California’s missions and settlements.

In 1898 William Everard Pedley, purchased a large portion of the Jurupa Rancho to increase citrus holdings for his employer, the San Jacinto Land Company. An engineer by training, Mr. Pedley designed and constructed an irrigation system to bring water from the Santa Ana River to the fertile lands north of the river.

In 1903 or 1904 the settlement was named for Mr. Pedley when the San Pedro, Los Angeles and Salt Lake Railroad (SP & LASL), now the Union Pacific Railroad Company (UPRR), installed a switch and a railroad station at the location of the present day Metrolink station. Pedley constructed a packing house near the railroad tracks, near the Union Pacific Bridge across the Santa Ana River, and filed a subdivision map, initially called “Jurupa Heights,” featuring homes on beautifully graded streets lined with rose bushes, and surrounded by orange groves and other agriculture.

In the 1920s, William Sparr took control of the land and subdivided it into three-acre lots, marketing them for small-plot farming and animal- keeping. Since that time, the notion of rural living on small agricultural plots of land has persisted in Jurupa Valley, and in Pedley in particular.

1.4 | Context & Opportunities
Historic illustration of gateway to the unincorporated community of Pedley, featuring Pedley Road fading into the foothills of the nearbye mountains.

Horseshoe Lake (1962), now the site of
Horseshoe Lake Park.

Pedley’s historic Packing House built in 1904
at near the present-day Pedley Station
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II. Recent Trends
Since the 1950s, the “Inland Empire” has experienced explosive growth as residents and businesses began relocating eastward from Los Angeles in search of more affordable housing, industrial land, and more rural lifestyles. As the freeway system that built to facilitate this migration rapidly filled with traffic, Jurupa Valley’s major thoroughfares became increasingly popular commuter shortcuts, and its relatively affordable land attracted large housing tracts and warehouses.

In July of 2011, local residents voted to join the previously unincorporated communities of Pedley, Rubidoux, Glen Avon and Mira Loma as the City of Jurupa Valley. A key factor in that decision was a shared vision for preserving the area’s “semi-rural” character, with these unique communities separated (and connected) by natural and rural open spaces, providing residents with the benefits of living in a town but with nature just a short walk or horseback ride away.

Jurupa Valley, like many new cities, had a limited budget for town planning in its first decade of cityhood, so despite adopting of a visionary General Plan, the City continued to rely on the old County zoning and public works standards with very minor adjustments. The result of this, in many cases, has been new residential, commercial and industrial development that looks much like everywhere else that follows those standards. Additionally, the wide, fast, arterial streets that are a product of these same standards, attract regional cut-through traffic and provide very low quality environment for pedestrians, equestrians, and cyclists.

III. Future Opportunities
In recent decades Pedley has increasingly become a “through place” - with high volumes of regional commuter traffic and local residents driving to other communities for work, shopping and recreation. Pedley Town Center - as well as the Rubidoux and Glen Avon Town Centers - holds the promise of providing residents of Pedley and all of Jurupa Valley with a local community activity destination and gathering place - also known as a “to place.”
With this Town Center Plan, the Pedley community has the opportunity to take a step back and assess the place as it is now and as it is envisioned to become. Then, intentional strategies can be defined for refining Pedley’s circulation and public realm network, and for attracting new private investment that reflects Pedley’s identity as a small semi-rural town.

Community sentiment expressed in preparing this Plan has consistently advocated for a safer, more comfortable environment for walking and riding, and a more interesting and useful variety of local shops, restaurants and family activities, and buildings that reflect a small-town character; in-short, a nice place to spend time in public with friends and family. That is what small American downtowns have been providing for the past three centuries, and the basic community design requirements have not changed.

These same suburban development
patterns are found in Pedley as well.

Refined development standards that are
calibrated to Pedley’s unique context (a
recommendation of this Plan) can help
enusure that future development is context-
aware and appropriate.

A clear opportunity of this Plan is
“placemaking” - defining a clear community
vision for the Pedley Town Center, and
providing a set of tangible steps for
achieving it.

The Inland Empire is characterized by
sprawling development patterns, with very
little differentiating once city from the next.

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B. PLAN AREA OPPORTUNITIES & CHALLENGES
Putting a new vision for Pedley Town Center into motion will require focused and strategic policies and actions. By focusing on a limited number of key opportunities to deliver tangible near-term improvement - and help to attract investment - Pedley’s evolution toward its envisioned future can start now. The following major opportunities for strategic near-term action are identified in Figure 1.3 to right, with an emphasis on initiatives over which the City has a significant amount of control, and that can help to catalyze private investment:
+ Concentrate Activity around Pedley Station. Pedley Station put this community on the regional map in 1903, and now serves as Jurupa Valley’s primary transit hub, providing regional access to local residents, workers, and visitors alike.

Because the City controls key properties adjacent the station area, and much of this area still remains undeveloped, with a clear vision, there is tremendous opportunity for this area to become an authentic, semi-rural village center and place that is a unlike anywhere else in the region. Many State and Federal low cost loan and grant programs are focused on helping cities finance the types of transportation and station area improvements that could make this vision a reality. + Future Transit Village & Neighborhoods. The City recently identified the area just north of Pedley Station, (approximately 15-acres of mostly-vacant land), as a potential site to make up a shortage of housing required by the State’s RHNA program, and there has been ongoing private interest in developing new neighborhoods on the east side of Pedley Road across from the Station. In both cases, there is a significant opportunity to ensure (and require) that new development occur in forms, patterns and styles that enhance Pedley’s authentic semi-rural character, and that allow residents easy access - including walking or biking or riding a horse - to the shops, restaurants, transit and other amenities within the Pedley Town Center.
+ Improved Access to Santa Ana River, Parks and Trails. The Santa Ana River provides Jurupa Valley with over 12 miles of riverfront property, 2 miles of which runs along the southern boundary of the Pedley Area. However, the river is difficult to see or access within Pedley due to the existing street network design and development patterns.

Accordingly, recreational access to the Santa Ana River, as well as to other public space amenities within Pedley, is a top community priority community, and this Plan provides strategies for improved access to the river, as well as to neighborhoods, centers, community gathering spaces and
other destinations in Pedley.

City Council has also recently directed city staff to move forward with development of a Santa Ana River Master Plan, expected to commence in 2025, which will be informed by the initial concepts and strategies of this Plan.
1 2
3 Pedley Station provides regional transportation via
Metrolink and Riverside Transit Agency bus transit.

Future neighborhood development around Pedley
Station - in walkable patterns and true to Pedley’s
semi-rural character, can establish this area as an
authentic village center.

The Santa Ana River and regional trail. The City
anticipates starting a “Santa Ana River Master Plan”
process in 2025 to preserve and improve access
to this teasured resource of Jurupa Valley and the
Pedley Area.
... # 4-10 continued on following pages
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LEGEND | FIGURE 1.3
1 Pedley Station Area
2 Future Transit Village and Neighborhoods
3 Santa Ana River Park & Regional Trail Access
4 Taming Limonite Avenue
5 Crossing Van Buren Boulevard
6 Lage Opportunity Sites on Limonite
7 Jurupa Valley City Hall Improvements
8 Designated RHNA-Deficit Housing Sites
Evolving Southeast Industrial Area
Existing/Approved Neighborhoods
FIGURE 1.3 | PEDLEY AREA CONTEXT & TOWN CENTER PLAN BOUNDARIES 3 6 56
2 2
8 8
7 9
4 3
1 10
10 10
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+ Taming Limonite Avenue. Over many decades Limonite
Avenue has evolved from a rural road into an busy regional commuter route. In hundreds of communities, such routes “calm down” when passing through town and village centers such as Pedley, respecting the desires of local residents and businesses for safe, comfortable, habitable places to be. A top level priority for Pedley Town Center must be transforming Limonite from a “rip” through the community fabric to a “zipper” that reconnects, supports, and provides multi- modal access to the neighborhoods, businesses, transit and amenities within Pedley.
+ Crossing Van Buren Boulevard. Van Buren Boulevard,
and the Metrolink rail line is a significant physical barrier, effectively bisecting the Pedley Town Center area into “East” and “West” quadrants. With the future development around the Pedley Station Area a significant opportunity highlighted by this Plan, providing strategies for safe, comfortable, and convenient crossing of Van Buren Boulevard is a top challenge and priority of this plan, addressed further in Section 2.3.3.
+ Large Opportunity Sites along Limonite. As the Limonite corridor becomes a place for people, not just a place for cars, development along both sides can provide new shops, restaurants and other community amenities. Several large, undeveloped parcels of land are still present along the Limonite Corridor and that could develop into new, walkable neighborhoods benefiting from these amenities as well as proximity to nearby transit.
+ Expanding City Hall / Civic Center. City Hall is currently located on Limonite Avenue just west of the Van Buren Blvd undercrossing. Near-term and longer-term improvements
to City Hall are being planned and considered, and this Plan provides additional strategies for helping City Hall become a prominent “anchor” of a growing Civic Center “district”. 5 6
7 Streetscape improvements and strategic infill of key
vacant opportunity sites along Limonite Avenue can
transform Limonite from a “rip” to a “zipper.”
Van Buren Boulevard is a significant physical barrier,
effectively bisecting the Pedley Town Center area
into “East” and “West” quadrants.

Plans are currently underway for the expansion of City
Hall, with the potential for it to become a prominent
anchor to a growing civic center district in Peldey.
4 Future development of several large vacant sites
along Limonite Ave can systematically transform the
character and quality of the corridor over time.

B. PLAN AREA OPPORTUNITIES AND CHALLENGES (continued)
Van Buren BlvdVan Buren Blvd
Pedley RdPedley Rd
Limonite AveLimonite Ave
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+ Designated RHNA-Deficit Housing Sites. In response to shortages in the City’s RHNA housing provisions, in January 2023, City Council selected two sites within the Pedley Town Center Plan area - including six parcels of land (“Site 5A” - totaling 21.2 acres) located immediately north of Pedley Station, and one parcel (“Site 14a” - totaling 4.0 acres) located in the De Anza Marketplace, to be re-designated and re- zoned “Highest High-Density Residential( HHDR) to allow for more intense residential development. These sites were selected due to their proximity to transit at Pedley Station, and location within the anticipated Pedley Town Center. + Evolving Southeast Industrial District. As the Metrolink Station area matures into a true village center environment, some of the large industrial properties to the south of Limonite could begin to shift toward employment-generating uses benefiting from the nearby transit hub, and over
time this area could evolve into a significant workplace / employment district. This Plan provides strategies for improving the organization and connectivity of this area to support these outcomes.
+ New Neighborhood Developments. Surrounding the core
of Pedley Town Center are a number of new, in progress, and proposed neighborhood development projects that
can provide the local customer base to support the types of businesses and amenities desired by the community.

These new single-family neighborhoods in the Paradise
Knolls Specific Plan area - in the west-most area of the Plan boundaries; Rock Rose & Bayberry Place - a 68-acre, 254 single-family home development off of Clay Street in the southeast of the Plan area.

The light industrial area, on the south side of
Limonite, east of Van Buren Blvd, contains many
valuable local businesses. Over time, this area could
evolve into a more significant employment district.

Site’s “5a” and “14a” - recently selected by City
Council to be considered for future residential use.

The Paradise Knolls Specific Plan area - with several phases now constructed, adds hundreds of new homes to the west side of the Pedley Area.
8 9
10 Rock Rose & Bayberry Place, currently under
construction will add another 254 single-family
homes to Pedley.

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Chapter 2

PEDLEY AREA VISION

INTRODUCTION
This chapter expands the high-level Community Vision, Goals and Opportunities described in Chapter 1, into place-specific planning principles, strategies and design concepts for evolving and establishing Pedley as an authentic semi-rural town center environment. It is important to note that all concepts and strategies presented herein are conceptual, and do not represent a “project proposal” in any way. Final plans for future development and capital improvements will result from ongoing and iterative processes involving multiple property owners, developers, investors and entrepreneurs working with the City’s professional staff and appointed commissions, and professional consultants. With that said, the concepts and strategies in this chapter are intended to be forward-thinking and help to imagine future possibilities, visualize community priorities and intended outcomes, and to create a framework for considering the variety of trade-offs inherent in the making of complete, human-scale places.

IN THIS CHAPTER

2.1. Placemaking Principles: Making Authentic & “Complete” Places . . . . . . . . . . . . . . . . . . . . 28

2.2. Pedley Area Framework: Public Realm & Focus Area Opportunities. . . . . . . . . . . . . . . . . 30

2.3. Public Realm Opportunities: Public Realm Overview & Priorities. . . . . . . . . . . . . . . . . . . . 34

2.3.1. Complete Street Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

2.3.2. Street Improvement Case Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

2.3.3. Van Buren Crossing Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

2.3.4. Parks, Open Space & Trails Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

2.4. Focus Area Opportunities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

2.4.1. Pedley Station Area & Transit Village . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 A. Pedley Station Transit Plaza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 B . Transit Village Neighborhoods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 C . Pedley Town Green . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

2.4.2. Pedley Civic Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

2.4.3. Limonite Mixed-Use Village . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

2.4.4. Southeast Employment District . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

2.4.5. Neighborhood Infill Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Back to T.O.C
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2.1 | Placemaking Principles

1. Authentic, Semi-Rural / Agrarian Town Character & Identity.

Pedley’s public realm and building stock has a unifying, authentically semi-rural / agrarian design character, such that each new improvement and investment within the Town Center preserves and enhances the character and identity of Pedley, as unique from other parts of the city and region.

2. Human-Scale Design. Pedley’s streets and public spaces - and the buildings that shape and define them - are designed and built for and at the scale of people, supporting and prioritizing pedestrian comfort, activity, access, and safety. This is a core principle, without which none of the others can be achieved.

3. Compact, Complete & Connected Public Realm Network. Pedley is organized around a compact network of streets, trails and open spaces that provide safe, comfortable and direct connectivity and access options for pedestrians, bicyclists, equestrians, motorists, and transit users, to and from the various neighborhoods, businesses, transit and other amenities within Pedley.

4. Comfortable, Active Public Realm. Streets and public spaces are the “Outdoor Living Rooms” of Pedley’s Town Center, balancing accommodations for motorized vehicles, pedestrians, bicycles, equestrians and public transit, and making fine addresses for successful businesses residences of many types. This requires that buildings are built close to streets along the frontages of most blocks, and “front-onto” (are primarily entered from) sidewalks and public spaces with lively ground floor uses and building frontages, designed to maximize pedestrian safety, activity and comfort.

5. Lively & Balanced Mix of Uses & Amenities. Pedley offers a unique variety of uses and amenities - including shopping, dining, recreation, commerce, employment, arts and culture. Such offerings must balance the potential of a successful Pedley Town Center becoming a regional attraction and experience, with the daily needs of and livelihoods of local residents and business owners.

MAKING AUTHENTIC & “COMPLETE” PLACES
Pedley Town Center Placemaking Principles:

The same simple town-making patterns and principles employed in the making of many of the most successful American towns of the late 19th and early 20th century can be adapted to Pedley’s agrarian, semi-rural character, to guide the making of an authentic Pedley Town Center.

Accordingly, the basic characteristics of creating compact, connected, “complete” places summarized below are based on the Community Priorities summarized in Section 1.4, and validated by the common attributes of numerous other successful semi-rural town center environments. These are also the basis of the vision concepts for various public realm improvements and placemaking opportunities in several “Focus Areas” of Pedley described and illustrated in Sections 2.2 & 2.3 to follow. Clearly, these principles are overlapping and interconnected, and include the following:

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2.2 | Pedley Area Framework
As seen in Figure 2.1 (on the following page spread) the basic framework of Pedley Town Center Area includes the intersection of two major regional connectors in Limonite Avenue and Van Buren Boulevard, Metrolink’s Riverside Line, with the Pedley Station on Pedley Road just north or Limonite a major opportunity to concentrate additional activity investment around, and the Santa Ana River and its regional trail defining the southern boundaries of the plan area. As often is the case, infrastructure designed to provide regional-connectivity unintentionally becomes a barrier to local-connectivity, and in the case of Pedley, the Town Center Area is bifurcated into separate quadrants with little connectivity between them.

Accordingly, Sections 2.3 and 2.4 to follow, study opportunities for implementing Pedley Town Center Vision, one improvement, one investment, and one project at a time. All such studies and illustrations are conceptual - not project proposals - and are intended to help decision-makers, residents, business owners imagine the possibilities for Pedley, and to provide clarity of the community’s intentions for potential developers and investors .

I. Public Realm Framework & Opportunities (Section 2.3):

Strategies for general and specific public realm improvements to streets, trails and public spaces in Pedley are identified in Section 2.3, with the goals of improving multi-modal circulation, comfort, safety and access to the neighborhoods, amenities and open spaces within the Town Center area, as well as creating a unified semi-rural town character. Specific opportunities include:

PUBLIC REALM & FOCUS AREA OPPORTUNITIES

1. Multi-Modal Network Completion & Improvement. Strategies defining and establishing priority pedestrian, equestrian, bicycle, and transit networks within Pedley (and extending citywide), including improved access to the Santa Ana River, and complete routes for all modes to key destinations and activity centers.

2. Priority “Complete Street” Improvements. Strategies for calming traffic and improving multi-modal circulation and access along important connections such as Limonite Avenue - the primary east- west connection in Pedley, and only street crossing (under) Van Buren Blvd, and Clay Street - an important connection between the trail crossing under the Van Buren bridge (over the Santa Ana River) and the Pedley Town Center / Station Area.

3. Improved Crossing of Van Buren Boulevard. Specific strategies for improving multi-modal access across Van Buren Boulevard to better connect the east and west sides of the Pedley Town Center.

4. Semi-Rural Streetscape Improvement & Beautification.

Strategies for streetscape and public frontage improvements on major thoroughfares and a number of prioritized neighborhood connections and routes, to improve multi-modal circulation routes throughout the Plan Area and establish a unifying semi-rural public realm character and identity for Pedley.

5. Increasing & Improving Parks & Community Gathering Spaces.

Strategies for new and improved outdoor community gathering spaces and improved access to natural open space amenities within the Pedley Area.

Limonite Side Access Lane Concept
Neighborhood Street Frontage Concept
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Limonite Village Neighborhoods
Pedley Station Transit Plaza
Pedley Town Green
Pedley Civic Center
II. Focus Area Opportunities (Section 2.4).

Place-specific opportunities and strategies are also studied and illustrated in Section 2.4, for several “Focus Areas” within the Pedley area, including:

1. Pedley Station Transit Plaza and Village (Sections 2.4.1.A&B). The existing bus transit loop at the north end of the Pedley Station next to the train station is re-imagined as an active town square and transit plaza; a multi-functional community gathering space and welcoming arrival point for those coming to Pedley by transit. New neighborhoods to the north could locate hundreds of new residents within a short walk from transit, shops and restaurants.

2. Pedley Town Green (Section 2.4.1.C). Two strategically-located city- owned parcels on the east side of Pedley Road are re-envisioned as a new civic Town Green - either as an alternative to, or potentially in addition to the Transit Plaza described Section 2.4.1.A. This new civic space could be lined by village shops and restaurants, and a new (civic) gateway building on the south end of the Pedley Station Area, connected to the surrounding hillside neighborhoods by new walkable neighborhoods to the north and east.

3. Pedley Civic Center (Section 2.4.2). Strategies for the transformation of the area around City Hall and the Jurupa Springs Shopping Center are studied, including retrofits to the shopping center that could make it a more successful retail and entertainment destination, as well as strategies for improved connectivity to Limonite Avenue, surrounding neighborhoods, and the currently expanding City Hall campus.

4. Limonite Village (Section 2.4.3). Several large undeveloped parcels along the north side of Limonite could be developed as complete mixed-use neighborhoods, with commercial uses and amenities in the ground floors of buildings along Limonite Avenue (at key locations), and walkable neighborhoods - including a variety of neighborhood scale multifamily and single-family dwelling types - connecting these amenities to surrounding existing neighborhood fabric.

5. Southeast Employment District (Section 2.4.4). If the area around Pedley Station transforms over time into an active Town Center and Transit Hub, the industrial area to the south may naturally also begin to mature in value due its proximity transit and the amenities of the town center. This section studies the potential for this area to evolve into a more significant employment district, including opportunities for additional uses, activities, and improved connectivity to support existing businesses as well as planned neighborhoods to the immediate east of this area.

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LEGEND | FIGURE 2.1
Pedley Town Center Plan Boundaries
Existing Trails
Existing & Planned Trail Access Points
Existing Van Buren Undercrossings (Non-Vehicular)
Santa Ana River Regional Trail
Priority Connections (See Section 2.3)
Recommended Equestrian Priority Routes
Existing & Planned 1 Bicycle Facilities
Recommended Bicycle Priority Routes
Recommended Additional Improvements:

Planned Multi-Use Trail Bridge
Recommended Multi-Use Trail Overcrossing
Focus Areas (See Section 2.4)
Pedley Station Area and Transit Village ( Section 2.4.1 ) Pedley Civic Center District ( Section 2.4.2 )
Limonite Village (Section 2.4.3 )
Southeast Employment District ( Section 2.4.4 )
FIGURE 2.1 | PEDLEY AREA FRAMEWORK PLAN
A
B
Figure 2.1 provides an overall “Framework Plan” for
the Pedley Area, highlighting priority public realm
connections, parks and open spaces, and several
“Focus Areas” for which place-specific opportunities are described and illustrated in Section 2.4.
*
[1] “Planned” indicates facilities identified in City’s June 2018 Circulation Master Plan for Bicycles & Pedestrians
1 2
4 3
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7 *
*
A
B
1 2
3 4
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2.3 | Public Realm Opportunities

PUBLIC REALM OVERVIEW & PRIORITIES
Pedley’s public realm in its current form, is an incomplete network that prioritizes vehicular circulation over other modes, and is generally indifferentiable from anywhere else in the City or most other surrounding suburban cities in the region. This section provides strategies for incrementally improving and completing the network to improve multi-modal circulation, access and safety throughout the Town Center area, while also improving Pedley’s overall appearance and semi-rural character and identity. As described in Section 2.2 above, high-level priorities for Pedley’s public realm improvements include:

1. Multi-Modal Network Completion - Connecting Residents to Pedley’s Amenities & Resources. The City’s current street network strongly favors motorists, most often at the expense of pedestrians, bicyclists and equestrian users. This inequitably disadvantages those without access to a vehicle - particularly young, elderly and poor populations. Re-balancing and expanding this network (including trails and open spaces) to create safe routes for all modes to key destinations within Pedley, requires systematic improvements and balancing trade-offs. These include: prioritizing routes and improvements for safe bicycle and equestrian circulation as well as providing wider, more comfortable sidewalks and improving streetscape, landscape and street tree plantings on select streets to transform them into safer and more pleasant spaces, and establish a strong identity and public realm character for Pedley.
+ Section 2.3.1 provides a variety of strategies for Street Retrofits & Improvements in Pedley. + Section 2.3.2 provides case study-examples of applying such strategies to specific streets in Pedley. + Section 2.3.3 provides strategies for crossing Van Buren Boulevard at Limonite Ave / Pedley Station.

2. Open Space Network - Creating and Connecting Community Gathering Spaces and Natural Open Spaces.

Critical to preserving and enhancing Pedley’s treasured active agrarian lifestyle is establishing and maintaining a robust, well-connected, and highly accessible network of open spaces. Each Focus Area studied in Section

2.4 to follow is designed around a connective network of streets and community gathering spaces and are also connected to Pedley’s natural resources and open spaces by a robust trail network connecting residents and visitors to nature.
+ Section 2.3.4 provides a variety of strategies for Parks, Open Spaces & Trails in Pedley.

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Strategies for improving street safety
Strategies for improving the crossing of Van Buren Boulevard Maintaining Pedley’s equestrian lifestyle Improving pedestrian comfort with wider sidwalks and street trees Applying improvement strategies to exiting streets
New parks and community gathering spaces
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TRAVEL ZONE
PRIVATE PROPERTY LINE / PUBLIC R.O.W
CURB

CURBSIDE ZONE

PUBLIC FRONTAGE

SIDEWALK &

ACCESS ZONE

LANDSCAPE &

FURNISHING ZONE

PRIVATE

FRONTAGE /

SETBACK ZONE
Vehicular Travel Lanes
Transit Lanes
Dedicated or Shared Bicycle Lanes
Dedicated Turning Lanes
Medians
Curbside Parking
“Bulb-Out”
Sidewalks / Planters
Transit Platforms
Protected Bicycle
Lanes
Dining “Parklets”
Landscaped
Parkways / Planters
Street Furniture /
Lighting / Singage
Outdoor Dining
Driveway Entries
Transit Stops

SECONDARY ACCESS
ZONE
Multi-Use Trails
Equestrian Trails
Bicycle, Equestrian,
Pedesrian Amenities
Unobstructed
Pedestrian
Walkway
Sidewalk Dining
Building Entry /
Transition Space
Building Entry
Landscape
Setback
Plaza / Fore-
court
Outdoor Dining
FIGURE 2.2 | TYPICAL COMPLETE STREET ANATOMY

OVERVIEW
This section includes strategies for systematically improving and completing Pedley’s multi-modal circulation network based on “Complete Street” principles, and establishing a unifying semi-rural character and identity for Pedley’s public realm. Identifying and planning for such improvements can be instrumental in securing transportation grant funding for street retrofits and improvements, as described in more detail in Section 3.4. “Complete Street” Anatomy
In simplest terms a “Complete Street” network is one which is designed to accommodate the circulation needs of users of all ages and all abilities. In addition to ensuring safe and complete circulation routes for all modes, complete streets also tend to provide more valuable street addresses to the private properties that front them.

Figure 2.2 below, diagrams the basic anatomical elements (referred to as “zones” of the street) of complete streets and identifies a range of functions that each element can provide (and travel modes that can be accommodated), based on the context of the subject street. The diagram focuses on the elements between the outermost vehicular travel lane and the entry of the street fronting building(s) - referred to as the streets “Public Frontage”, as it is the careful design and calibration of this space that is most determinant of the design character, quality, comfort and safety of the street.

Balancing Trade-offs of “Complete Street” Improvements
A common challenge in Complete Street designs and retrofits is that there is simply not enough space to provide all of the facilities, amenities and/or improvements that the a community wants or needs. While ideally, most of Pedley’s streets would include wide sidewalks for pedestrian comfort, large canopy street trees to provide shade and wind protection, convenient on-street parking to support businesses and residences, protected bike lanes and/or equestrian trails for safe travel by bike and horse, and sufficient travel lanes to alleviate traffic congestion, these cannot all be accomplished on all of Pedley’s streets - neither in terms of the required physical space, nor the financial cost of the improvements themselves.

2.3.1 | COMPLETE STREET IMPROVEMENTS
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Pedley Street Improvement Types and “Priority Routes” for Equestrians, Bicycles & Transit To help weigh these trade-offs and to help guide and prioritize future capital improvements, this Plan recommends a layered network of “Priority Routes” that connect specific modes to key destinations in Pedley along complete and continuous routes. Figure 2.3 (on the following page spread) maps recommended priority routes for equestrians, bicycles and transit. In some instances, there are street segments where all modes are prioritized, and on all streets, pedestrian circulation, safety and comfort is prioritized, to the highest degree that is practical and feasible.

Examples of these improvements and retrofits applied to several existing roadway types in Pedley are studied in the Sections to follow.

Common complete street improvement types, trade-offs, and considerations for Pedley include:

1. Streetscape, Placemaking & Pedestrian Improvements. To establish and reinforce a strong unified semi-rural public realm character and identity, and to improve comfort and safety for all modes, additional streetscape improvements - including traffic- calming elements, street landscaping, lighting, signage and furnishings - are recommended wherever feasible, particularly along prioritized routes and connections in Pedley.

Additionally, while pedestrian circulation, safety and comfort is prioritized on all streets in Pedley, paved sidewalks may not be feasible or appropriate along all roadway types/segments.

In such cases, the streets themselves (and/or trails) may need to additionally accommodate pedestrian circulation. In such cases additional traffic calming measures strategies are recommended, as described in Section 2.3.1.A to follow.

2. Equestrian-Priority Route Improvements. All Equestrian Priority Routes recommended in Figure 2.3 are intended to be “off-street” facilities within the shoulders or parkways of existing roadways. Where street widths are constrained - like many of the neighborhood streets south of Limonite Ave - providing dedicated equestrian trails within the street shoulder requires limiting parking to one side of the street. On less constrained neighborhood streets, equestrian trails can typically be provided in the parkway within the existing public right-of-way - though in some cases, a public access easement may required along the fronts of private parcels where an equestrian route is prioritized.

See Section 2.3.1.B and Figure 2.9 as examples of these strategies.

3. Bicycle-Priority Route Improvements. Figure 2.3 identifies routes along which bicycle improvements are prioritized. In most cases, bicycle facilities can be added or upgraded within the existing roadways, either by lane narrowing/re-striping or within “sharrowed” travel lanes, and some portions of these routes may provided in the form of “off-street” facilities, such as Class I Multi-Use Trails. Examples of such improvements are provided in Sections 2.3.1.C and 2.3.2 to follow.

4. Transit-Priority Route Improvements. Figure 2.3 identifies existing and recommended future bus transit routes in Pedley.

At key locations along such routes, improved transit-supportive facilities are recommended. See Section 2.3.1.D to follow.

Physically buffered bike lanes; appropriate for
busy vehicular streets like Limonite Ave.

Streetside equestrian trails may be prioritized
along select routes.

A complete network of comfortable and safe
streets are an essential part of Pedley’s public
realm and multi-modal circulation network.

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FIGURE 2.3 | RECOMMENDED EQUESTRIAN AND BICYCLE PRIORITY STREET IMPROVEMENTS 5 8
Figure 2.3 (right) maps recommended “Priority Routes”
for bicycles and equestrians to guide future street
improvement and retrofit strategies in the Pedley
Area (and extending outside of the Town Center Plan
Boundaries for additional context). Strategies for adding and improving these facilities on a variety of roadway types in Pedley are provided in the sections to follow.

Note: The recommendations herein are conceptual, and
represent priorities specific to the Pedley Area. All future street and trail improvements must be consistent with the outcomes described by the City’s governing mobility and circulation plans, as identified in Section 3.2.

LEGEND | FIGURE 2.3
Pedley Town Center Plan Boundaries
Existing Trails
Existing & Planned Trail Access Points
Existing Van Buren Undercrossings (Non-Vehicular)
Santa Ana River Regional Trail
Recommended Mode-Priority Routes & Improvements:

Existing & Planned 1 Equestrian Facilities
Recommended Equestrian Priority Routes
Existing & Planned 1 Bicycle Facilities
Recommended Bicycle Priority Routes
Recommended Additional Improvements:

Planned Multi-Use Trail Bridge
Recommended Multi-Use Trail Overcrossing
Public Realm Amenities & Destinations
Pedley Station Area & Future Town Center \ Transit Village Jurupa Valley City Hall & Future Civic Center
Future Limonite Village
Future Southeast Employment District
Santa Ana River Park & Trailhead
Horseshoe Lake Park
Felspar Arena
New Neighborhood Developments
2 3
4 5
6 7
8 A
B
1 *
[1] “Planned” indicates facilities identified in City’s June 2018 Circulation Master Plan for Bicycles & Pedestrians
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1 2
3 4
5 6
7 8
*
*
A
B
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A. STREETSCAPE, PLACEMAKING & TRAFFIC CALMING

IMPROVEMENTS

1. Add Street Trees
Planting regular street trees with broad canopies is one of the simplest, and most impactful strategy for improving streetscape quality. Canopy trees visually “narrow” wide streets, providing shade and enclosure to increase pedestrian comfort and naturally calm vehicular driving speeds. In Pedley, the shading and wind- buffering effect of a regular and continuous tree canopy can radically transform the comfort of the streets providing pleasant places for people to walk, shop, and spend time with friends and family. The following guidelines and strategies apply:
+ Broad Shade-Canopy Trees. Use broad canopy trees in curbside parkways, parking lane planters, and landscaped medians to visually “narrow” streets and calm traffic.
+ Vertical “Accent” Trees. Species with vertical prominence (i.e. palms) can be used to highlight important routes, connections and crossings.
+ Varied, Climate-Adaptive Species. The use of unique tree species along individual streets can create a diverse public realm and differentiate streets and spaces. All trees should be appropriate / adaptive to Jurupa Valley’s arid climate. + Parkways and Sidewalk Planters. Wherever possible, parkways and planters (landscape/amenity zone) should be designed with sufficient width (4 ft x 4ft minimum) to support the growth and health desired tree types.
+ Parking Lane Planters. Small planters, with or without curbs, can be constructed in between on-street parking spaces. In addition to shading the parking lane and sidewalk, this reduces the wide appearance of streets that have on-street parking. (See Example Illustration to right).
+ Medianettes. Trees can also be added into the roadway in medianettes. See Section 2.3.1.A.3.

Wide, continuous planting strip allows for frequently spaced large trees with large canopies, providing lots of shade.

Parking lane planters bring trees closer into
the roadway, narrowing the look of the street,
encouraging drivers to slow down.

The street design & improvement strategies in this section are intended to reinforce Pedley’s semi-rural public realm character and lifestyle while improving pedestrian, equestrian, and bicycle safety via additional traffic-calming benefits. While most of these strategies can be equally applicable to any of Pedley’s streets, additional strategies specific to the spatially-constrained rural neighborhood streets south of Limonite Avenue are provided at the end of this section. The following strategies are recommended:

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2. Add Lighting
Well-placed and well designed public realm lighting is essential for pedestrian safety and comfort, and ensures that public areas are still accessible after dark and that motorists can see pedestrians on sidewalks and at intersections, while preserving Pedley’s semi-rural environment by limiting light-pollution and “over-lighting” of neighborhood streets and public spaces. The following guidelines and strategies apply:
+ Pedestrian-Oriented Lighting. In addition to (and different from) roadway lighting, pedestrian-oriented lighting - with shorter luminaries and generally lower light-candles should be provided along sidewalks, paths, and formal trails.
+ Semi-Rural Light Levels. To preserve Pedley’s semi-rural environment, light levels on most sidewalks, trails and open spaces should be in the form of “soft pools of light” with relatively low foot-candle levels.
+ Light Fixture Design Character. Similarly, light fixtures with design character/style appropriate to, representative of, and compatible with Pedley’s semi-rural public realm character should be selected. Natural and tactile materials, such as natural stone, wrought-iron, and polycarbonate “glass” are recommended.
+ Solar & Wind Powered Lighting. Use of solar and wind- powered lighting fixtures - particularly for the lighting of trails in natural areas - is recommended. If used however, care should be taken to ensure that the design aesthetic of the chosen fixture is appropriate and representative of Pedley’s semi-rural public realm character.

Pedestrian scale lights along a trailExample of solar-powered lighting bollards along a trail / park Streetlights with a rustic design, crafted from tactile materials
Streetlights in Pedley’s should be softly illuminated
and downward-facing to keep excessive light from
polluting the night sky
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Center median planted with regularly
spaced trees

3. Add Medians & Medianettes
On roadways with center-turn lanes, or on streets where lane reconfiguring is feasible (i.e. a 4-lane to a 3-lane conversion), continuous medians with left-turn pockets, or “medianettes” - shorter non- continuous median segments - can be added to provide additional space for street trees and landscape planting and calm traffic by visually narrowing the street. The following guidelines and strategies apply:
+ Add Medians to Manage Left-Turn & Driveway Access. Medians are an effective way of managing left-turn movements and driveway access along busy roadways, improving overall roadway safety for all modes.
+ Add Medianettes for Additional Landscape and Traffic
Calming. Medianettes can be added, where roadway width
permits, wherever left-turn movements are not needed to provide additional street landscaping and visually narrow the street. + Add Medianettes to Calm Neighborhood Streets. Similar to traffic “Chicanes” (See also Section 2.3.1.A.5), medianettes can also be added to narrower neighborhood streets; typically involving removing curbside parking for a short stretch to divert the travel path of vehicles, calming travel speeds.

Street Retrofit: Lanes are narrowed and reconfigured, where street width allows, to accommodate the installation of medianettes with street trees and landscaping. This contributes to a more comfortable and attractive environment for all users—pedestrians, cyclists, and equestrians.

A. STREETSCAPE, PLACEMAKING & TRAFFIC CALMING
IMPROVEMENTS (continued)
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4. Add Safe Crossing Facilities
Many arterial streets with high traffic volumes and
speeds, end up being barriers to active circulation
parcels because of wide spacing of intersections and
consequently, the scarcity of safe, convenient, and
comfortable pedestrian crossings. As streets like Limonite Ave evolve into more active, mixed-use corridors where
people live and shop, walk, bike and ride their horses, it is critically important that such streets become more crossable by pedestrians, equestrians, and bicycles. The following guidelines and strategies apply:
+ Closely-Spaced Intersections. As large parcels of
land along major streets are subdivided into smaller
blocks accessed by new streets, new streets of these
developments should intersect and cross arterials at
regularly-spaced intervals of 300-500 ft.
+ Curb Extensions / “Bulb-Outs”. Where on-street
parking exists, the curbs at intersections and mid-
block crossings can be extended (“bulbed-out”) to
provide a shorter crossing distance for pedestrians
and provide better visibility of pedestrians waiting to cross.
+ Pedestrian Refuge Medians. Introduce medians or
“medianettes” with pedestrian refuges at selected
crossings.
+ Enhanced Crosswalk Visibility. Design crosswalks
with high visibility enhancements, including advance
or in-street warning signage, overhead lighting,
refuge island, high-visibility markings, such as zebra
style crosswalks, and raised or “intersection table”
design.

A mid-block bulb-out protecting a pedestrian crossing
with existing street gutter maintained.

Even rural crosswalks should be clearly marked with painted stripes and signage
A raised crosswalk, also known as a speed table
Crosswalks using street art as high-visibility markings Mid-block crossing with a medianette pedestrian refuge
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5. Add Chicanes
Chicanes are a form of traffic calming that utilize offset curb extensions or other barriers to vehicular travel to redirect lanes. These can be used on neighborhood streets with a variety of widths to significantly slow traffic speeds. The following guidelines and strategies apply:
+ Adding Chicanes. Chicanes can be added on the sides of neighborhood streets as curb extensions / bulbed-out landscape areas, providing additional room for landscaping and stormwater retention.
+ “Detached” Chicanes. For retrofits of existing roadways, chicanes can be detached from the gutter to allow normal street drainage to occur. Where there are bike lanes, chicanes can be separated from the sidewalk curb with enough distance to allow a bike to pass, improving safe passage for bikes.
+ Chicanes as Rain Gardens. Chicanes can also be designed as rain gardens to assist with stormwater infiltration and groundwater recharge; by lowering the ground plane of the chicane below the level of the street, and allowing stormwater to flow into the landscaped area (either by small gaps/channels through the chicane’s curbs, or via the existing street gutter, chicanes can retain and infiltrate significant amounts of stormwater. + Alternating Chicane Placement to Calm Travel Speeds. Chicane placement can alternate from side-to-side of the street, disrupting the otherwise straight vehicular travel path, naturally calming travel speeds.
+ Alternating Parking. On narrower streets with on-street parking on only one side, the parking can also alternate from one side to the other, creating a meandering travel path for vehicles. This can be reinforced by physical barriers such as chicanes.

Chicane (NACTO)
Chicane on a neighborhood street
Chicane with medianettes and alternating
placement.

Chicanes designed to double as rain gardens
A. STREETSCAPE, PLACEMAKING & TRAFFIC CALMING
IMPROVEMENTS (continued)
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6. Add Roundabouts & Traffic Circles
Roundabouts and Traffic Circles are facilities that can be added to busy intersections to improve safety and efficiency. Roundabouts are a type of circular intersection that replaces stop signs or traffic signals of traditional intersections, and can significantly increase intersection capacity (and in-turn reduce congestion), providing significant safety and environmental benefits. Traffic Circles are smaller and less formal facilities - typically utilized at busier neighborhood street intersections to better manage intersection efficiency - but which can also add to the visual interest and streetscape character of the neighborhoods they are dispatched in.

The following guidelines and strategies apply:
+ Employ Multi-Lane Roundabouts at Congested Intersections.

Well-designed roundabouts can ease congestion at
intersections of large arterial streets. However, they require a lot of space and the initial learning curve can be difficult for users unfamiliar with this configuration. There is often enough space in the center circle for civic art installations or special landscaping.
+ Use Traffic Circles on Select Neighborhood Street
Intersections for Traffic Calming and Neighborhood
Character. Traffic circles can slow neighborhood traffic and provide additional opportunities for street trees or planting that expresses neighborhood character.
+ Appropriate Signage. Signs should always alert drivers that they are approaching a roundabout or traffic circle.
+ Correctly Located Crosswalks. Crosswalks should always be located at least one car-length before a roundabout, no closer.

Small neighborhood traffic circles may not need crosswalks.

Mini Roundabout (NACTO)
Mini Roundabout
This residential traffic circle provides an
opportunity to express neighborhood character
Neighborhood traffic circles need not be circular.

This triangular-shaped planted area slows down
traffic while beautifying the street.

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Equestrian-oriented signal activation
button, installed at a height comfortable for
mounted riders
+ Improve Equestrian Safety along Arterial Streets and Crossings:

Improve equestrian facilities at intersections along busy arterial streets like Limonite Ave and Clay Street; strategies include:

1. Improve & Enhance Physical Protection for Equestrian Riders: A number of streets in Pedley already offer rider protection with the use of curbed or fenced trails. These facilities are recommended along all “Equestrian Priority Routes” in Pedley, as identified in Figure 2.3.

2. Establish Enhanced Equestrian Priority Crossing Points: To reduce potential equestrian/vehicular conflicts, establish enhanced equestrian crossing facilities at all major street intersections along Equestrian Priority Routes. Specific design standards and details for such enhanced facilities (potentially including equestrian- oriented signal activation buttons, at-grade horse trail crossings, protective fencing/barriers, etc...) will be clarified and regulated by the “Trails Master Plan”, or other superceding plan, as described in Section 3.2.C.

3. Crossing Van Buren. See Section 2.3.3 for strategies specific to equestrian crossing of Van Buren Boulevard.

4. Equestrian Awareness Signage: Add signage along Equestrian Priority Routes and intersections throughout Pedley to raise driver awareness of the equestrian network and ridership.
+ Provide Additional and Improved Access to the Santa Ana River & Trail. Establish one or more north south equestrian routes that provide access from north of Limonite Avenue to the Santa Ana River and trail network, as identified in Figure 2.3.
+ Horse Friendly Facilities & Amenities: Add horse corrals, hitching posts, watering stations and other amenities at community gathering spaces, businesses, and other activity centers to enhance and solidify the authenticity of Pedley’s equestrian culture.
+ Horse Trailer Accommodations: Designate/provide special parking areas for horse trailers at key equestrian destinations throughout Pedley - particularly at trailheads and community gathering spaces.

Equestrian trail physically separated from
vehicular traffic by a split rail fence
B. EQUESTRIAN PRIORITY NETWORK IMPROVEMENTS
Jurupa Valley, and Pedley particularly, has a strong tradition and active lifestyle of equestrian keeping and ridership, with equestrian ridership an important circulation mode for many in the Pedley area. Figure 2.3 identifies “Equestrian Priority Routes” recommended for the Pedley area. Once implemented, this rubust network of enhanced equestrian facilities will help ensure safer, more comfortable for equestrian riders, and better connect them to the key destinations and amenities within Pedley and in other parts of the city.

As noted in Section 3.2.C, it is recommended that future updates to the General Plan’s Mobility Element include expanded mapping of Equestrian Priority Routes within a citywide context, coordinated and balanced with the needs of Jurupa Valley’s layered multi-modal circulation network.

Equestrian Improvement Priorities & Strategies:

Initial priorities and strategies for equestrian improvements in Pedley include:

Examples of equestrian-awareness signage
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Install separate crosswalk buttons for both pedestrians and equestrians
Example of “Land Bridge” used by equestrian-riders and
cyclists to cross and interstate highway
Example of Equestrian Corral at a commercial shopping center Public Fountains can serve as horse watering stations in public spaces
Example of a horse trailer parking/unloading area at a trailhead Example of a new equestrian trail added to a typical
neighborhood street south of Limonite Ave.

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C. BICYCLE-PRIORITY NETWORK IMPROVEMENTS
In a city as large as Jurupa Valley, and with mild year-round climate, providing complete, safe and comfortable bike routes that link as many neighborhoods, corridors, centers and districts as possible, will provide significant value and benefits to residents, workers, and the environment.

Figure 2.3 recommends a connected network of Bicycle Priority Routes throughout the Pedley Area. Bicycle-Priority streets should be designed to calm traffic, improve bicycle and pedestrian safety and comfort, and reduce bicycle / vehicular conflicts and collisions. While specific Bicycle Facility Types (classes) are not specified by this Plan, it is generally recommended that the City aspire to provide the highest safety class feasibly appropriate for each roadway segment along the recommended route. Conceptual examples of such improvements are provided in Sections 2.3.2 & 2.3.3 to follow.

To help ensure an organized implementation of priority bicycle routes in Pedley, and citywide, the specific implementation details of these facilities will be determined by the City’s governing circulation and mobility plans, as described in Section

3.2. It is additionally recommended that the National Association of City Transportation Officials (NACTO) Guide to Urban Streets & Guide to Urban Bikeways, as well as the American Association of State Highway and Transportation Officials (AASHTO) Guide for Bikeway Facilities, be referenced as a design guide of all retrofits and improvements.

Street Retrofit Strategies.

Typical strategies for retrofitting existing streets to accommodate bike facilities include:
+ Lane Narrowing. Where appropriate, narrowing the widths of wide travel lanes (12 feet or wider) can free up sufficient additional space for bike lanes and other street improvements, such as on-street parking, landscaped medians, etc.. In general, the ideal travel lane-widths for most streets in Pedley is 10-11 feet, depending on target operating speeds and street function; streets with frequent volumes of larger vehicles, such as trucks and buses, may require wider lane-widths for at least one travel lane in each direction, per City standards.
+ Lane Reductions / Street Reconfiguration. Where street capacity exceeds actual or projected traffic volumes, a reduction in the number of lanes (in some cases, including the addition of a center-turn lane) can free up significant additional space for new/upgraded bike facilities or other improvements. In rarer cases where on-street parking is provided, but not needed (i.e. along a suburban street where buildings are set back behind parking lots, or on a street where a future side-access lane is planned, such as is recommended for Limonite Ave in Section 2.3.2.A) curbside parking could be replaced by new or improved bicycle facilities. + Shared Travel Lanes. On neighborhood streets with low traffic volumes and low design speeds, travel lanes can be shared by bicycles and cars (and other modes). In such cases, painted “sharrow” symbols in the roadway as well as bicycle route signage, and additional traffic calming strategies if appropriate, are recommended.
+ “Off-Street” Facilities. Where space permits, off-street facilities, such as Class I Bicycle Trails or Multi-Use Trails may be provided. Where public right-of-way is limited, this may require a Public Access Easement to be applied to the fronts of street fronting parcels. In some cases, these facilities can be accommodated in the medians of side-access lanes, such as those recommended for portions of Limonite Ave in Section 2.3.2.A.

Example of street / lane reconfiguration
to provide Class IV cycletrack physically
buffered from traffic by on-street parking
Example of Class III Bike Route on a
neighborhood street with additional traffic
calming features (chicanes & medianettes)
Class I Multi-Use Trail accomodates all non-
motorized users
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Other Recommended Facilities & Improvements:

Additional recommended bicycle facilities and improvements include:
+ Enhanced Intersection Crossings & Design. Intersections are critical, complex moments in the multi-modal movement network, and they require special design attention to ensure safety, clarity, and comfort. Designs should increase visibility and reduce dangerous conflict between cyclists and other road users. Where cyclists must cross or share space with other modes of travel, designs need to facilitate awareness and eye contact between the competing modes. Queuing spaces, such as bike boxes, make cyclists visible to motorists and provide a comfortable space to stop. Lastly, the design of any ramps and transitions between materials at intersections must be carefully designed for safety.
+ Bike Parking & Storage. For bicycle travel to be a viable transportation mode in Pedley, riders need convenient and secure places to park their bike near their destinations. Bike parking and storage should be prioritized at key destinations along the Priority- Bicycle network - including parks & community gathering spaces, concentrations of shops and businesses, and transit stops. Bike parking and storage includes not only streetside bike racks, but also secured bike storage and lockers for major destinations, such as the Pedley Station area.
+ Traffic Calming Elements. Various street design strategies can reduce the speed of motorists, making the street safer for all other travel modes—especially for cyclists and pedestrians. A few key strategies include: minimizing vehicular lane widths; visually narrowing the street width by flanking the roadway with street trees and street lights; introducing chicanes which deflect the path of vehicular travel via curb extensions, alternating street parking, and/ or medianettes; increasing the frequency and visibility of pedestrian and bike crossings; and adding mini-roundabouts at minor intersections (see NACTO recommendations).
+ Bicycle Signage. Cyclists, like motorists and pedestrians, need clear traffic and wayfinding signage. Signage should clearly indicate to all users of the public realm how each travel mode can use the street.

This is especially important as bike facilities are introduced—as is the case whenever vehicular lanes are reconfigured—as there is a learning curve with any new amenity. Wayfinding signage should also indicate directions to major destinations in the network, such as the Santa Ana River Trail, and can also contribute to the branding of the Pedley Town Center.

Intersections and crossings should provide visual
clarity for pedestrians, cyclists, and drivers.

Convenient bike parking located near key routes
and destinations
Traffic calming can be achieved through many
strategies, including mini-roundabouts.

Bike boxes at intersections (NACTO)Examples of Bicycle Route & Wayfinding Signage Regular City Council Meeting - May 1, 2025

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Bicycle Facility Types (NACTO Urban Bikeway Design Guide):

Bicycle facility types and the recommended applications and contexts for each are described in detail in the standards and guidelines promulgated by the National Association of City Transportation Officials (NACTO), they include:

Off-Street Facilities (NACTO Class I)
In-Street Lanes (NACTO Class II)
Shared Lanes (NACTO Class III)Protected Lanes (NACTO Class IV) + Off-Street Facilities (NACTO Class I): Class I facilities are off-street “Multi-Use Trails” meaning their use is not restricted to bicycles, but available to all non-motorized users. They are physically separated from and, often but not always, located well away from public streets - typically within public/natural open spaces, greenways and public utility easements and rights of way. In some cases, these facilities can also be accommodated in medians, or linear greenways along public streets, within or outside of the public right-of-way.
+ In-Street Lanes (NACTO Class II): Class II facilities are dedicated one- way bike lanes within the roadway, marked by painted striping. Striped buffers between the bicycle lane and vehicular travel lane can help improve user safety and comfort and are recommended on higher- speed, higher-volume streets wherever roadway widths allows. Striped car door buffers are also recommended where on-street parking is provided adjacent the bicycle lane.
+ Shared Lanes (NACTO Class III): Class III facilities are shared lanes (by bicycles and motorized vehicles) on low-speed, low-volume streets, marked with signage and pavement markings.
+ Protected Lanes (NACTO Class IV): Also referred to as “cycle tracks,” Protected Lanes are an increasingly utilized facility type in which a physical barrier of some form (curbs, bollards, planters, on-street parking, and others) separate the bike lane from vehicular lanes. Such facilities are ideal for higher-speed, higher-volume major thoroughfares like Limonite Avenue, and may be one-way or two-way facilities, depending on the street design.

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D. TRANSIT-PRIORITY NETWORK IMPROVEMENTS
Public Transit - including bus and rail - can be an increasingly integrated part of Pedley’s layered circulation network, and a convenient way of traveling to and from Pedley’s Town Center. Figure 2.4 identifies existing transit Riverside Transit Agency (RTA) routes within the Pedley area where transit facility improvements should be prioritized. They include:
+ RTA Route 29. Connecting the all three of Jurupa Valley’s “Town Centers” (Rubidoux, Pedley, and Mira Loma) to downtown Riverside and Eastvale, and with service along Limonite Avenue through Pedley. + RTA Route 21. Connecting the Riverside Galleria to Pedley Station (currently the end of the line) with service along Van Buren Boulevard, Clay Street, Limonite Avenue, and Pedley Road in Pedley. + RTA Route 49. To the north of Pedley, Route 49 (not provides service along Mission Boulevard, intersecting with Route 29 at Rubidoux Avenue (in the heart of the Rubidoux Town Center) and connecting to downtown Riverside and Country Village. A future transit connection along Pedley Road connecting Route 49 to Pedley Station is recommended (See Figure 2.4).

Transit Facility Improvement Strategies & Priorities:

Initial strategies and priorities for transit facility improvements along Transit Priority Routes in Pedley include:
+ New/Improved Multi-Modal Transit Depot. Section 2.4.1.A to follow, describes and illustrates a conceptual vision for the current bus depot at Pedley Station to be reconceived and redesigned as a mixed-use, transit-oriented “Center” and transit hub.
+ First/Last Mile Facilities & Services. Providing supportive “First/Last” mile transit facilities and services within the Pedley Station area - such as safe bicycle parking, equestrian corrals, shared parking, EV Charging stations, ride-share services, bike / electric scooter sharing services, passenger loading/drop-off zones, etc. - can significantly enhance transit rider experience, and increase transit
ridership in Pedley.
+ Improved Transit Stops & Facilities Along Priority Routes.

Most of the existing bus stops in Pedley are limited to a metal bench and trash can (and in some cases, there is
no bench at all), with no protection from the elements
for transit riders. Enhanced transit stops, such as covered bus stops with, would not only enhance rider safety and comfort, but could also be designed architecturally, to be an integrated part of Pedley’s unified semi-rural public realm character (See example photo to right).
+ Support Micro-transit. Micro-transit refers to privately- operated transit systems that can operate in tandem to
the services of a public transit agency like RTA. Micro- transit operators are typically highly flexible, tailoring their operations to match short-term and long-term travel
behaviors and demands, and could be well-suited to
Pedley’s Town Center.

Conceptual “Transit Plaza” - including a new station
depot, community gathering space, and mixed-use
center, described further in Section 2.4.1.A.

Bus stop shelters provide protection from the
elements and could be designed as an integral part of
Pedley’s unified semi-rural public realm identity.

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FIGURE 2.4 | PEDLEY AREA TRANSIT-PRIORITY ROUTES
LEGEND | FIGURE 2.4
Pedley Town Center Plan Boundaries
RTA Route 21 [1]
RTA Route 29 [1]
Recommended Future Transit Service Connection
Public Realm Amenities & Destinations
Pedley Station Area & Future Town Center \ Transit Village (See Section 2.4.1 ) Jurupa Valley City Hall & future Civic Center ( See Section 2.4.2 ) Future Limonite Village (See Section 2.4.3 )
Future Southeast Employment District ( See Section 2.4.4 ) Santa Ana River Park & Trail Access
Horseshoe Lake Park
Felspar Arena
New Neighborhood Developments
2 2
3 3
4 4
5 5
6 6
7 7
1 1
8 8
8 [1] Source: RTA: System Map
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2.3.2 | STREET IMPROVEMENT CASE STUDIES

OVERVIEW
This section provides case-study examples of applying the street and public realm improvements described in Section 2.3.1 to specific streets and corridors in different contexts identified as “Priority Connections” for the Pedley Area in Figure 2.3. These include:

A. Limonite Corridor. Strategies for
transforming Limonite Avenue
into the multi-modal circulation
spine of the Pedley Town Center
to supporting existing businesses
and new development along the
corridor, and improve connectivity
across Van Buren Boulevard.

Additional strategies for pedestrian,
bicycle and equestrian crossing of
Van Buren are provided in Section

2.3.3 to follow.

B. Clay Street. Strategies for applying
Complete Street improvements
to Clay Street as an important
connection in Pedley’s Bicycle-
and Equestrian-Priority networks,
and to support new neighborhood
development on the west side of
Clay Street and future development
along the east side of the corridor.

C. Semi-Rural Neighborhood Streets
(south of Limonite Avenue).

Strategies for incorporating
bicycle and equestrian facilities,
as well as semi-rural streetscape
improvements along on physically
constrained neighborhood streets
that are considered “Priority
Connections” for pedestrian,
bicycle and equestrian access.

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Near-Term Improvement Strategies:
+ Re-stripe (Narrow) Travel Lanes. In its current form, Limonite is a 5-lane roadway with wide travel lanes - 12 ft typical, and 20 ft outer lanes to accommodate on-street parking. Re-striping travel lanes to 10-11ft typical, will help calm traffic and free up additional roadway space for the improvements described herein.
+ Remove Curbside Parking (Trade-off). With few
exceptions (shown in existing conditions picture to right) on-street parking is not typical along Limonite due to
numerous driveway-entries and prototypical parking lot
frontages of existing businesses. Removing curbside-
parking from the current roadway (to potentially be
accommodated in a future side access lane, where feasible - see “Long Term Strategies” on following page spread)
would free up space to add enhanced bicycle facilities. + Test Retrofit Concepts with “Tactical” Improvements.

A conservative way to test improvement concepts before
committing to permanent construction is through non-
permanent retrofits, such as travel/bicycle lane re-striping, or non-permanent physical barriers. See Section 3.4.C for additional information on Tactical Improvements.
+ Add Enhanced Bicycle Facilities to Limonite. Figures

2.5 & 2.6 (to right) illustrate two conceptual options for applying Bicycle-Priority improvements to Limonite Ave, utilizing excess roadway width that can be gained via lane re-striping and removal of on-street parking. These include:
+ Class II Bike Lanes (Buffered). Single-direction bicycle lanes can be added to each side of Limonite, buffered
from traffic by either painted striping, or by temporary or permanent physical barriers such as bollards or planters (movable or fixed).
+ Class IV Cycletrack (Multi-directional). A multi-
directional (two-way ) Class IV Cycletrack could be
added to one side of the roadway, physically buffered
from traffic by temporary or permanent barriers, such
as planters or medians. This option would require more significant lane reconfiguration to account for the offset of the wider facility on one side of the street.

NOTE: All options must be considered in coordination with the Van Buren Crossing Strategies identified in Section 2.3.3.

A. LIMONITE COMPLETE STREET IMPROVEMENTS
Limonite Avenue is Pedley’s main east-west thoroughfare, and currently the only street providing access across Van Buren Boulevard, identified in Figure 2.3 as a priority route for Bicycles and Transit. The strategies and recommendations in this section include near-term “tactical” improvements as well as longer-term retrofits to incrementally evolve the Limonite corridor from an auto-oriented environment into a complete street environment providing multi-modal circulation and supporting new and existing development.

Typical existing conditions of Limonite Ave (pictured
between Hudson St & Archer St).

Class II Bike Lane protected from traffic and parked
cars (doors) by striped buffers..

Temporary potted plants used to separate and protect
a Class IV Cycletrack.

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FIGURE 2.5 | LIMONITE AVENUE - CONCEPTUAL NEAR-TERM / TACTICAL IMPROVEMENTS Planted Medians Planted Medians
(where possible) (where possible)
Striped Lanes & Striped Lanes &
Buffer with Planting Buffer with Planting
boxes (interim) boxes (interim)
Striped Lanes & Striped Lanes &
Buffer with Planting Buffer with Planting
boxes (interim) boxes (interim)
Frontage Frontage
ImprovementsImprovements
FIGURE 2.6 | LIMONITE AVENUE - CONCEPTUAL NEAR-TERM IMPROVEMENTS - CYCLE TRACK Planted Medians Planted Medians
(where possible) (where possible)
Striped Buffer Striped Buffer
(interim) (interim)
Protected Protected
Cycle TrackCycle Track
Frontage Frontage
ImprovementsImprovements
Landcape Medians/Mediannettes planted street
trees added where possible along Limonite could
dramatically enhance the streetscape character and
calm traffic.
+ Add Landscape Medians & Medianettes. Depending on
extent of bicycle improvements “preferred” for or added to Limonite, landscaped medians or medianettes could be
added to Limonite, wherever free left-turn movement are unneeded or unwanted, as a near-term improvement, which would allow for the addition of Street Trees which would help visually narrow the roadway, calm traffic and improve the overall public realm character of the corridor.

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Side Access Lane with parallel parking on both sides,
a “sharrowed” travel lane, and shade trees within the
median and sidewalk planters providing shade for
pedestrians and parked cars, and enclosure to the
street.

Longer-Term Improvement Strategies:

Figure 2.7 illustrates a number of conceptual longer-term improvement strategies for the Limonite Avenue Corridor including:
+ Make Bicycle Improvements / Facilities Permanent.

Upgrade any tactical / temporary bicycle improvements
to permanent facilities, including constructing of curbs, planters, and medians, signage, conflict-striping, etc. + Add Street Trees & Landscape. Wherever new
improvements a permanently constructed, medians and
planters should be sized to accommodate broad-canopy
street trees and other street landscaping to enhance the public-realm character of the corridor and calm traffic. + Introduce a Side Access Lane(s) to Improve and Manage Access to Adjacent Properties: Where possible, adding
new side access lanes along one or both sides of Limonite Avenue (via a public access easement along the streetside fronts of private properties), could dramatically transform the Corridor into a Multiway Boulevard, strengthening the connection of existing buildings,set back behind individual parking lots, to the improved street. Figure 2.7 and the illustrations on the opposite page, illustrate this strategy conceptually, highlighting a number of potential benefits of side access lanes:
+ Managed Access / Improved Safety. Side access lanes
allow for manged access to adjacent parcels, limiting
driveway access and curb-cuts to fixed-locations along
the corridor.
+ Improved Capacity & Safety. As a result of this managed access, roadway capacity and safety (for all modes) is
improved significantly, due to reduced vehicular conflicts. + Improved “Public Frontages” (Street Addresses) for
Adjacent Properties. Side access lanes would provide
a formalized and unified frontage for properties along
Limonite Ave, including wide sidewalks, shade trees and landscape, and on-street parking (to more than replace
any lost within the roadway proper). Such improvements
could dramatically improve the character, quality and
value of the private properties along the corridor.
+ Enhanced Streetscape & Facilities. In addition to the frontage improvements for private properties described
above, the median separating the side access lane
from the main roadway provides additional space for
street trees and landscaping, and can include additional facilities such as bus stops and multi-use trails along Transit- and Equestrian-Priority Routes.

Permanent Class IV Cycletrack - physically bufferred
from traffic with a landscaped median. This could
be constructed as a multi-directional on one-side of
Limonite, or single-direction protected lanes on both
sides of the roadway.

Frontage lane with curbside angled parking to
support adjacent businesses, and large canopy trees in
the median.

A. LIMONITE COMPLETE STREET IMPROVEMENTS (continued)
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Planted Medians Planted Medians
(where possible) (where possible)
Permanent Permanent
Planted Median Planted Median
Permanent Class Permanent Class
IV Cycle TrackIV Cycle Track
Side Access Side Access
LaneLane
Equestrian Equestrian
TrailTrail
FIGURE 2.7 | LIMONITE AVENUE - CONCEPTUAL LONG-TERM IMPROVEMENTS - SIDE ACCESS LANE Ingress/Egress access to Side Access Lanes is typically provided before and after intersections, often resulting in enlarged corner “plazas” and/or prominent corner buildings built closer to the street than those along the side access lane.

Side Access Lane medians can be designed to accomodate a variety of street enhancements and facilities, including street trees and landscaping, equestrian and multi-use trails, transit stops, etc.

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Recommended Improvements:

Figure 2.8 illustrates a number of conceptual longer-term improvement strategies for the Clay Street Corridor including:
+ Re-stripe (Narrow) Travel Lanes. In its current form, Clay Street is a 5-lane roadway with wide travel lanes - 12 ft typical, and 20 ft outer lanes - with no need for on- street parking based on current development patterns.

Re-striping travel lanes to 10-11ft typical, will help calm traffic and free up additional roadway space for the
improvements described herein.
+ Add Enhanced Bicycle Facilities to Clay Street: Buffered Class II Bicycle Lanes could be added to the wide outer travel lanes of the street with simple re-striping of the current travel lanes. Such facilities could be physically buffered in the future, wherever drive / parking access is not needed.
+ Add Future “Bulb-In” Street Parking and Improved
Public Frontages to Support Future Development: As the
properties along the east side of Clay St develop over time, with neighborhood-serving retail, mixed-use and other
commercial uses, on-street parking can be added to the
street by “bulbing-in” parking (into the current curbside sidewalks, whilst maintaining the current gutter and
portions of the existing street curb) and constructing new widened sidewalks and planters/parkways within public-
access easements along the fronts of properties as required public improvements / conditions of development.
+ Adding Planted Medianettes, Planters and Parkways:

Adding planted “medianettes” - with landscaping and
street trees - to portions of the existing center turn lane where left-turn movements are unneeded, would beautify
Clay Street, add shade, and visually narrow the roadway, calming traffic. New landscaped planters and parkways, to be added as required public improvements for new
development on either side of the street will complete Clay Street’s streetscape transformation.

B. CLAY STREET IMPROVEMENT STRATEGIES
Clay Street provides a convenient connection from Limonite Avenue southbound to Van Buren Boulevard and is a very important connection in Pedley’s overall public realm and circulation networks. Its current design heavily favors vehicular travel, with limited, and incomplete in some cases, facilities for other modes. New neighborhoods (Rock Rose and Bayberry Place) currently under construction on the west side of Clay, and several significant large vacant commercial and mixed-use development sites along the east side provide a significant opportunity to improve and transform Clay Street into a Complete Street environment, to better support new and future development, and provide an important connection within Pedley’s multi-modal circulation network, and to Pedley Station in particular.

Curbside parking in front of neighborhood-serving
retail
Landscaped Medians
Typical existing conditions of Clay Street
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FIGURE 2.8 | CLAY STREET CONCEPTUAL RETROFITS
Multi-use trail, Multi-use trail,
sidewalk and parkway sidewalk and parkway
improvements to improvements to
be provided by be provided by
new Neighborhood new Neighborhood
DevelopmentDevelopment
Striped / Buffered Class II Striped / Buffered Class II Bicycle LanesBicycle Lanes
Landscape Mediannettes added to Landscape Mediannettes added to center turn lanes where left-turn center turn lanes where left-turn access is unneeded. access is unneeded. “Bulb-in” parking and parking “Bulb-in” parking and parking lane planters “cut into” lane planters “cut into”
existing curb and sidewalk existing curb and sidewalk
where curbside parking is where curbside parking is
desired for street-fronting desired for street-fronting development; existing development; existing
drainage gutter remains. drainage gutter remains.

New widened Sidewalk New widened Sidewalk
(provided outside of (provided outside of
Public R.O.W at time of Public R.O.W at time of
development via Public development via Public
Access Easement)Access Easement)
Conceptual illustration of Public Frontage Improvements along the west side of Clay Street to be completed as a conditioned public improvement of the Rock Rose & Bayberry Place Neighborhood Development. Source: Appaloosa Springs TTM 37714 Development Plan
+ Connect the Equestrian
Network to the Developer-
Built Trail: The developers of
Rock Rose & Bayberry Place
have committed to building a
high-quality multi-modal trail
on the west side of the street.

The design (right) includes a
fair amount of landscaping
and shade trees, as well as
a rail fence separating the
sidewalk from the trail. This
will be a welcome addition
to Clay and will help connect
the Equestrian Network to the
Santa Ana River nearby to the
south.

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Street Improvement Priorities & Strategies:

Figure 2.9 illustrates a number of conceptual improvement strategies for neighborhood streets:
+ Incentivize improvements of Private Street Frontage:

City-sponsored programs could be implemented to
encourage property owners to improve their front yard
landscaping. Such programs could promote enhancement
of the following street elements:

1. Front Yard Landscaping: The City could provide a list of pre-approved drought-tolerant plants and yard trees
for homeowners to plant that are chosen for resiliency, color, low-maintenance, and appropriateness to rural
character.

2. Yard Walls and/or Fencing: Homeowners could be
encouraged to wall or fence their front yards using a
selection of materials such as stuccoed masonry or split rails, utilizing a limited palette of pre-approved colors and finishes. This would ensure a certain amount of
variety, while cumulatively giving neighborhoods a
unified and identifiable character unique to Pedley.

3. Neighborhood Street Trees: Pedley could incentivize private planting of canopy trees along the street
shoulders and front yards, from a pre-approved list of
climate appropriate species. Residents of some streets may decide to differentiate themselves by all planting
the same tree type in order to give their street a unique character. Privatized maintenance could also be
included in the incentive program.
+ Make Improvements Incrementally: In the street shown in Figure 2.9 (right), the streetcape is initially improved through incentives that encourages private frontage
improvements. Then, either the city and/or neighborhood improvement organizations could plant shade trees in
the shoulders between parking spaces. Painting bike
“sharrows” on the street and bike route signage will
improve driver awareness to bicyclist sharing the roadway.

Later, a protected horse trail could be added by taking over a street shoulder, at the expense of parking.

C. NEIGHBORHOOD STREET IMPROVEMENT STRATEGIES
As diagrammed in Figure 2.3, a number of neighborhood streets are identified as recommended connections within the Pedley’s bicycle and equestrian-priority networks. Because many existing neighborhood streets (those south of Limonite Ave in particular) have very constrained roadway and right-of-way widths, all improvements involve assessing and prioritizing trade-offs. Similarly, most recommended streetscape enhancements to these neighborhood streets will rely heavily on the collective participation of individual property owners to beautifying their street frontage.

Attractive front yard fencing.

Front landscaping with drought-tolerant plants.

Typical existing conditions of neighborhood streets
south of Limonite Ave; include constrained paved
roadway widths (24 ft) and Rights-of-Way (40 ft), gravel shoulders, and inconsistent street landscaping and
frontages.

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FIGURE 2.9 | NEIGHBORHOOD STREET - INCREMENTAL IMPROVEMENTS Protected Protected
Multi-use Multi-use
TrailTrail
Bicycle Bicycle
SharrowsSharrows Parking limited to Parking limited to
one sideone side
Canopy Trees Canopy Trees
added to Parking added to Parking
ShoulderShoulder
Private Frontage Private Frontage
ImprovementsImprovements
Private Private
Landscaping Landscaping
ImprovementsImprovements
Neighborhood-initiated street planting program Protected horse trail in a residential neighborhood Sharrows on neighborhood streetDrought tolerant plants
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Van Buren Beautification Strategies & Priorities:
+ Unified Rural Landscape Design Theme: The moment
one enters Pedley, the landscaping on both sides of Van Buren could change, surrounding the street with lush
vegetation utilizing a unified repeating design that begins and ends at Pedley’s boundaries.
+ Gateway Signage: Gateway signage could mark the entry into Pedley’s Town Center. A well-designed gateway sign instantly creates a memory of a place and could be a
powerful tool for establishing Pedley’s brand. A potential pedestrian overpass on Van Buren (see Section 2.3.3.A)
could be an excellent opportunity for the placement of
overhead Gateway signage.
+ Art & Graphics: Well-curated art and graphics, including sculptural, murals, etc.. is an effective way to both beautify the landscape and highlight Pedley’s unique character
and history to visitors and passersby.
+ Climate Resilient/Adaptive Landscape: Minimize
irrigation with applications of drought-tolerant tree and plant species, native to Jurupa Valley.
+ Employ Local Vernacular: Utilize materials and elements that fit into Jurupa Valley’s landscape (ie. rock, stained concrete, metallic and/or Corten steel elements, glass, etc...).

A unified landscape design using drought-tolerant
species
Gateway signage
Civic street art
D. VAN BUREN BEAUTIFICATION:

In addition to the numerous placemaking strategies for Pedley throughout this plan, modest streetscape and landscape improvements to Van Buren Boulevard - a major regional thoroughfare passing through the middle of the Pedley Town Center - could be significant in establishing and differentiating this part of the city as a unique, authentic, active semi-rural town center environment and destination.

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Light installations can become a memorable part of the
landscaping program.

Gabion walls and structures fit naturally into the
landscape of Jurupa Valley.

A pedestrian overpass can be functional and sculptural, becoming a local landmark that draws visitors from
around the region.

Steet art installations could speak to Pedley’s aspirations or history.

Sculptural art - particularly if commissioned to the local arts community - can be a key element of the City’s
identity / branding / image strategy, and provide design enhancements along the Boulevard.

Corten steel is particularly well suited - in both visual appearance and durability -- to Jurupa Valley’s climate and aesthetic. Here it is formed into sculptural elements and placed into the natural landscape.

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West Ramp West Ramp
EntranceEntrance
Reconfiguration Reconfiguration
of Holladay Street of Holladay Street
and Collins St. and Collins St.

Intersection Intersection
Midblock Midblock
Pedestrian Pedestrian
Connection to Connection to
Stair TowerStair Tower
Elevator / Elevator /
Stair Tower Stair Tower
providing access providing access
to Metrolink to Metrolink
Platform belowPlatform below
Carless Carless
OverpassOverpass
Ramp down Ramp down
to Gateway to Gateway
PlazaPlaza
East Ramp East Ramp
EntranceEntrance
FIGURE 2.10 | CONCEPTUAL VAN BUREN CARLESS OVERPASS
Limonite Ave.Limonite Ave. Van Buren Blvd.Van Buren Blvd.

Holladay St.Holladay St.

Collins St.Collins St.

Pedley RoadPedley Road
Pedley Town Green Pedley Town Green
((See Section 2.4.1.CSee Section 2.4.1.C))

JURAPA VALLEY/JURAPA VALLEY/

PEDLEY METROLINK PEDLEY METROLINK

STATIONSTATION

2.3.3 | VAN BUREN CROSSING STRATEGIES

OVERVIEW
This section provides strategies for improving pedestrian, bicycle and equestrian connectivity across Van Buren Boulevard and the Union Pacific Rail line - two major regional transportation corridors that currently divide the Pedley Area. Currently, crossing Van Buren is limited to two locations within the Plan Area; the Limonite Avenue underpass, and the multi-use trail underpasses at the Van Buren bridge over the Santa Ana River. The Limonite underpass does not accommodate particularly safe or comfortable circulation to any non-vehicular modes, with a narrow 6ft sidewalk, unbuffered from vehicular traffic limited to the north side of the roadway only. With multi- modal access to the Pedley Station area a priority of this Plan, providing improved multi-modal crossing of Van Buren in this area is strongly recommended. Two primary strategies are discussed herein:
+ Pedestrian/Bicycle/Equestrian Overpass of Van Buren. Considerations for a long-term overcrossing of Van Buren Boulevard to provide safe and direct connectivity to the Pedley Station area for non-motorists; + Limonite Avenue Underpass Improvements. Considerations for retrofitting the Limonite Avenue underpass to prioritize improvements for either bicycles or equestrians, based on physical constraints of the existing roadway.

A. FUTURE PEDESTRIAN / BICYCLE / EQUESTRIAN OVERPASS
As a long-term strategy, the City, in partnership with Metrolink and the Riverside Transit Agency (RTA), could pursue the potential of a Pedestrian / Bicycle (and potentially also Equestrian) overpass of Van Buren. Figure 2.10 (below) illustrates such a facility conceptually, taking advantage of excess / underutilized public right-of-way on Holladay Street to provide an ADA compliant ramped overpass of Van Buren Boulevard and Metrolink Rail line connecting into a conceptual civic gateway building on the east side of Van Buren providing stair and elevator access down to the Metrolink platform, and ADA compliant ramping down to a new outdoor plaza at the intersection of Pedley Road and Limonite Avenue.

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Pedestrian/Bicycle rail overpass
Multi-Use Bridge with sculptural corten steel elements
A future Van Buren overpass could have a “soft”/natural design, highlighting Pedley’s semi-rural character - such as the “Land- Bridge” in central Florida, which provides trail access over Interstate-75 for bikes, pedestrians, equestrians (and widlife) .

Key Strategies & Considerations
Key strategies and considerations include:
+ Joint Partnership Opportunity. The City should
engage Metrolink, RTA, and Union Pacific Rail to
determine the joint feasibility of a future pedestrian
overpass of Van Buren and the rail R.O.W. Potential
future developers of gateway site at the northwest
corner of Limonite Ave and Pedley Road should also be
engaged;
+ Coordinated Improvements to Holladay Street
Exit of Van Buren. Figure 2.10 (lower left) illustrates conceptual improvements to Holladay Street to
improve traffic safety and congestion- including for
drivers exiting/entering Van Buren. Recommendations
include a new semi-private median/access-drive
for the residents on the north side of the street and
intersection improvements at Collins Street;
+ Pedley Gateway Monument. Any overpass of Van
Buren Blvd should be intentionally designed as an
iconic entry gateway / monument for the Pedley Town
Center;
+ Plan for Equestrian Access at Limonite. If feasible, the overpass could also provide equestrian access, via
the ramps on either end of the overpass. Alternatively, if and when a pedestrian/bicycle overpass is
provided, equestrian access could be prioritized for
improvements to the Limonite Ave underpass, as
described in the following spread.

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B. LIMONITE AVENUE UNDERPASS IMPROVEMENTS
While a future pedestrian/bicycle overpass, as described in the previous section, is a preferred long-term solution for access across Van Buren Boulevard, improved access can be provided in the near-term via relatively modest retrofits of the Limonite Avenue underpass. Due to the physical / spatial constraints of the existing roadway/ underpass, there are limitations in terms of the degree of physical retrofits that can be made. Accordingly, this Section describes conceptual improvements, trade-offs and considerations for bicycle- and equestrian-priority improvement alternatives that can be considered.

Striped bufers with flexible / reflective
bollards for additional visibility.

Physically separated bike lane going
through an underpass
Horse trail on busy road protected by fencing
Key Strategies & Considerations:

1. Bicycle-Priority Improvements. As described previously in Section

2.3.2.A, recommended improvements for Limonite Avenue include re-striping and the addition of striped and/or physically buffered bicycle facilities within the Pedley Town Center area. The following options could be considered:
+ Class II Bike Lanes. As illustrated in Figure 2.11 (right), with relatively minor re-striping / reconfiguring of the median, turn- and travel-lane configurations within the Limonite Avenue underpass (re-striping all to 10-11 ft), Class II buffered bicycle lanes (5-6 ft lanes with 1-2 ft buffer) could be added to the north and south sides of the existing roadway.
+ Class IV Cycletrack. Because of the location of the supporting center column of the railway bridge (seen in distance) - space for a multi-directional Class IV cycletrack on the south side of the street would be constrained, with a maximum of 10ft of space available from re-striping, that also includes the roadway’s existing drainage gutter.
+ Class I Multi-Use Trail. As illustrated in Figure 2.12 (right), the sidewalk on the north side of Limonite Avenue could be extended into the existing roadway by up to 10 ft, to replace the existing narrow sidewalk with a two-way multi-use trial (to provide access to all modes) buffered from traffic by a physical barrier, such as a low wall or split-rail fence.

2. Equestrian-Priority Improvements. If a future pedestrian/bicycle overpass is provided, underpass improvements could prioritize equestrian access. As illustrated in Figure 2.13 (right), using the same approach as described for the Class I Multi-Use Trail above, a 8-12 ft decomposed granite horse trail could be provided along the north side of Limonite, potentially maintaining, or replacing the existing sidewalk.

3. Intersection Improvements. All of the above strategies should also include enhanced intersection crossings for pedestrians, bicycles, and equestrians at Pedley Road and Collins Street, and the consideration of limiting driveway access from Limonite Avenue, where feasible, and providing conflict striping and signage where drive access may cross bicycle or equestrian facilities.

4. Landscape & Lighting Improvements. Additional planting and pedestrian-oriented lighting this area would enhance the experience of non-motorists traversing this connection.

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Separated bike
lanes can be
added to both
sides of Limonite
to encourage
cyclists to
traverse both
sides of Pedley .

Landcaped side
slopes help make
the experience
more pleasant.

A Class I Multi-
Use Trail is added
to the north side
of Limonite Ave
by extending the
existing narrow
sidewalk into
the roadway,
and narrowing
and re-striping
the current wide
travel lanes.

Similar to the
approach in
Figure 2.10 above,
an equestrian
trail could be
prioritized along
the north side
of Limonite
Avenue, should
pedestrian and
bicycle access be
facilitated by an
overcrossing in
the future.

Landscape & Lighting Landscape & Lighting
ImprovementsImprovements
Landscape & Lighting Landscape & Lighting
ImprovementsImprovements
Landscape & Lighting Landscape & Lighting
ImprovementsImprovements
Landscape & Lighting Landscape & Lighting
ImprovementsImprovements
Buffered Class II / Buffered Class II /
IV Bike LanesIV Bike Lanes
Buffered Class II / Buffered Class II /
IV Bike LanesIV Bike Lanes
Existing Existing
SidewalkSidewalk
Existing Sidewalk extended and replaced Existing Sidewalk extended and replaced by 12-16 ft Class I Multi-Use Trailby 12-16 ft Class I Multi-Use Trail Protected Equestrian Trail Protected Equestrian Trail
on north side of Limoniteon north side of Limonite
Landscape Landscape
ImprovementsImprovements
Landscape Landscape
ImprovementsImprovements
FIGURE 2.11 | VAN BUREN UNDERPASS - CONCEPTUAL IMPROVEMENTS - BIKE PRIORITY FIGURE 2.12 | VAN BUREN UNDERPASS - CONCEPTUAL IMPROVEMENTS - MULTI-MODAL PRIORITY FIGURE 2.13 | VAN BUREN UNDERPASS - CONCEPTUAL IMPROVEMENTS - EQUESTRIAN PRIORITY Regular City Council Meeting - May 1, 2025

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New green spaces
Programmed events in the park bring
residents together
Improved access to the river is critical to
Pedley’s future

2.3.4 | PARKS, OPEN SPACE & TRAILS STRATEGIES
A. PARKS & COMMUNITY GATHERING SPACES:

The primary goals for interventions to Pedley’s park and open space system is to improve the quality and usability of existing parks, and to improve access to the river for all of Jurupa Valley, promoting Pedley as one of the best access points to the trails along the Santa Ana. Figure 2.14 (right) identifies existing and recommended new parks and community gathering spaces in the Pedley Plan Area.

Priorities & Strategies:

Priorities and Strategies for Parks and Community Gathering Spaces include:
+ Improve Existing Parks: Existing parks will be improved, with plans to build a new playground and pocket park at Felspar Arena and new horse facilities planned at Santa Ana River Regional Park. + Provide New Community Gathering Spaces: New parks and green spaces proposed in this plan could provide residents with a greater variety of outdoor places to enjoy, as well as bring such spaces closer to existing areas that need them.
+ Ensure Safety with “Eyes on the Park”. Each park, green, and square should be faced by homes and other buildings, activating them and making them safe for children and families, during all waking hours. New construction around existing parks, as well as future development, should ensure that Pedley’s greens will “have eyes on them” by surrounding buildings.
+ Make Spaces Activity Focused. Each park, green, and square should provide multiple choices of activities, such as children’s play, fitness, reading a book, having a family picnic, riding a bike or horse, or just sitting in the shade or sun. Programmed events such as farmers markets, summer movies-in-the-park, and weekend concerts are great ways to bring residents together in Pedley’s community gathering spaces.
+ Use Climate Appropriate & Adaptive Materials. Pedley’s parks and greens should be designed for Jurupa Valley’s warm, dry climate, emphasizing native and adaptive plants that do not require large amounts of increasingly scarce water resources.
+ Provide Shade. The trees of Pedley are varied in size and form, but emphasize large shade trees such as sycamores and oaks to offer residents shade and shelter from the sun and wind.
+ Make Access to Open Spaces Safe. Neighborhood streets and trails should provide safe and convenient access to the Pedley’s parks, with trails running through many of them (see also Figure 2.15). + Lighting. Nighttime lighting should generally take the form of “soft pools of light”, only where and when needed, not brighter than necessary, downward directed and producing no glare, maintaining a “dark sky” environment that reinforces the neighborhoods’ semi-rural character.

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FIGURE 2.14 | PARKS AND COMMUNITY GATHERING SPACES
Van Buren BlvdVan Buren Blvd
Limonite AvenueLimonite Avenue
1 LEGEND | FIGURE 2.14
Town Center Area Boundary Habitat Conservation Area
Existing Parks and Open Space New Parks & Community Gathering Spaces

EXISTING PARKS & OPEN SPACES NEW OPEN SPACES
Felspar Arena Neighborhood Green
Santa Ana River Regional Park Civic Gathering Spaces
Horseshoe Lake Park Pedley Town Green
River Access from Riverdale Place Pedley Station Transit Plaza Parks in Paradise Knolls District Greens
Greens in Rock Rose & Bayberry
Place
1 2
2 3
3 4
4 5
5 6
6 Horseshoe Lake Park
1 1
2 2
3 3
4 4
5 5
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B. TRAILS AND NATURAL OPEN SPACES:

The nature trails along the Santa Ana River are well-known and it’s expansive natural open space is an anchor for this area. Pedley should take advantage of the opportunity this presents. All neighborhoods in Pedley should have a access to a trail that gets residents down to the river and other open spaces without a car. Existing and new trails should be enhanced with increased safety and wayfinding measures to make traversing Pedley by foot, bike, or horse more convenient and pleasurable. Figure 2.15 (right) identifies existing and recommended trails and natural open space resources in the Pedley Plan Area.

Priorities & Strategies:

Priorities and Strategies for Trails and Natural Open Spaces include:
+ Connect All Areas of Pedley to the River Area by Trails:

The previously mentioned ”Master Plan of Streets, Trails and Bikeways” should create a comprehensive trail network that touches every neighborhood in town so that every
resident in central Pedley could be on a trail within a 2 minute walk from their home.
+ Upgrade Existing Trails and Build New Trails with Safer Facilities: Pedestrians and equestrians should be physically separated from car traffic with curbs and fencing. Good downward lighting will help users feel safer at night and alert cars of the presence of the trail.
+ Educational Opportunities. Trailhead facilities, interpretive displays along trails, and a nature interpretive center will educate residents and visitors about the unique local
habitats.
+ Develop a Trail Signage Plan: As part of a recommended future General Plan Mobility Element Update and/or Master Plan of Streets, Trails, and Bikeways (See Section 3.2.C), the City should consider developing a Trail Signage Plan including:
+ Directional & Wayfinding Signage: leading residents
and visitors to trailheads, entry points and parking
facilities from the surrounding street network.
+ Trail Signage: along trails providing directions to nearby neighborhoods and destinations.
+ Interpretive Signage & Displays: presenting information about natural habitats and cultural history of the area. + Regulatory Signage: identifying allowed and prohibited uses of each trail, access restrictions, and hours of
operation.
+ Informational Signage: with contact information for trail maintenance and security officials.

Neighborhood trails can be used by pedestrians and
horses
Good trail lighting is critical for usability and safety Trail signage used for wayfinding and educational
purposes
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LEGEND | FIGURE 2.15
Pedley Town Center Plan Boundaries
Existing Trails
Existing & Planned Trail Access Points
Existing Van Buren Undercrossings (Non-Vehicular)
Santa Ana River Regional Trail
Recommended Priority Equestrian Routes
Recommended Equestrian Priority Routes
Recommended Additional Improvements:

Planned Multi-Use Trail Bridge
Recommended Multi-Use Trail Overcrossing
(See Section 2.3.3 )
FIGURE 2.15 | TRAILS AND NATURAL OPEN SPACE NETWORK
Existing Parks and Open Spaces
Felspar Arena
Santa Ana River Regional Park
Horseshoe Lake Park
River Access from Riverdale Place
Parks in Paradise Knolls
Greens in Rock Rose & Bayberry Place
Focus Areas (See Section 2.4)
Pedley Station Area and Transit Village ( Section 2.4.1 ) Pedley Civic Center District ( Section 2.4.2 )
Limonite Village (Section 2.4.3 )
Southeast Employment District ( Section 2.4.4 )
2 2
3 3
4 4
5 6
A
A
B
B
1 1
*
*
*
1 1
2 2
4 4
3 3
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FOCUS AREA OPPORTUNITIES AND PRIORITIES
The Pedley Station Transit Village Focus Area is an area of significant opportunity for Pedley, the City and the greater region. Anchored by Pedley Station, providing regional Metrolink and RTA bus transit to Jurupa Valley, and including several vacant and underutilized sites - including two prominent city-owned parcels on Pedley Road, and a large area with current private development interest - this area is primed and ready, awaiting a clear vision and implementation strategy. Figure 2.16 (to right) and the pages to follow, conceptually illustrate and describe a vision and strategies for transforming this area into an authentic transit and cultural town center. High-level strategies and priorities include:

1. Re-imagine the Existing RTA Bus Depot as a Public Space / Transit Plaza: With modest reconfiguration, the existing RTA bus depot “loop” could evolve from its current single-function use into a lively, multi-functional community gathering space lined by shops and restaurants while still maintaining its transit functions and serving as an efficient connection between Metrolink and the regional bus network.

2. Create a Town Green on City-Owned Parcels: The location, size, and shape of the city-owned parcels at the bend in Pedley Road just north of Limonite Avenue lend themselves naturally to a “carved out” Town Green, lined and activated on one or more sides by shops and restaurants, with the additional opportunity for a significant civic “gateway” building to be pursued on the highly-visible (currently vacant) site at the corner of Pedley and Limonite, backing onto the rail right-of-way and Van Buren Boulevard.

3. Plan for “Transit Village” Neighborhoods adjacent the Pedley Station: The vacant area immediately north of Pedley Station has been recently selected by City Council as a site where higher intensities of housing could be appropriate due to its proximity to transit, which will play a crucial role in providing Pedley with the diverse and affordable housing necessary to support a thriving Town Center. This area, as well as a number of large vacant areas on the east side of Pedley Road, could be planned as well-connected, walkable neighborhoods, providing a variety of housing types and choices for future residents, and providing customers for shops and restaurants in this Town Center environment.

4. Create a strong Town Center Gateway: Enhancements to the intersection of Limonite Avenue and Pedley Road, as well as a potential future civic “gateway” building on the currently vacant site at the northwest corner of Limonite and Pedley, could create a strong gateway into the Station Area Town Center, and capture the attention of traffic along Van Buren Blvd and Limonite Avenue.

The Metrolink Station area

2.4.1 PEDLEY STATION AREA & TRANSIT VILLAGE

2.4 | Focus Area Opportunities
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FIGURE 2.16 | CONCEPTUAL VISION FOR THE PEDLEY STATION TRANSIT VILLAGE Limonite AvenueLimonite Avenue
Pedley RoadPedley Road
Van Buren BoulevardVan Buren Boulevard
Existing Focus Area near the Metrolink Station
Van Buren BlvdVan Buren Blvd
Limonite AvenueLimonite Avenue
Pedley RoadPedley Road
7 6
LEGEND | FIGURE 2.16
Pedley Station Transit Plaza
Pedley Town Green
Future Parking Structure with retail liner
Transit Village Neighborhoods
Transit Village Hillside Neighborhoods
Future Civic “Gateway” Building
Gateway Intersection
Future Van Buren Overcrossing (See Section 2.3.3 )
City-Owned Parcels
1 2
3 2
4 1
5 3
6 4
7 8
5 JURUPA VALLEY/JURUPA VALLEY/

PEDLEY METROLINK PEDLEY METROLINK

STATIONSTATION

JURUPA VALLEY/JURUPA VALLEY/

PEDLEY METROLINK PEDLEY METROLINK

STATIONSTATION
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Vision and Opportunities:

The existing RTA bus transit loop at Pedley Station is designed around its single function of bus loading/unloading, with the resulting greenspace in the center of the loop purely decorative and largely unused. With modest roadway reconfigurations to the loop, this space could be transformed into a charming and vibrant multi-functional public plaza lined with shops and restaurants, and with canopy trees sheltering users from the elements, without losing any of its transit functionality. As conceptually illustrated in Figure 2.17.

Strategies & Priorities:

Key strategies for creating such a space include:
+ Reconfigure bus passenger loading/unloading to the
central plaza space: Shifting the location of bus passenger loading and unloading from the outer sidewalks of the
Plaza to the central plaza itself would free up curbside space for parking, and additional sidewalk space for street furnishings and amenities to support new businesses
lining the plaza. Transit riders would now arrive into an inviting public space with easy access to Metrolink, nearby shops and restaurants, parking, and the surrounding
neighborhoods.

A. PEDLEY STATION TRANSIT PLAZA
2 Existing RTA bus depot at north end of Pedley Station The Grand Canyon Visitors Center uses a similar bus
terminal configuration
Conceptual Illustration of reimagined Transit Plaza, with a central promenade terminated by a new transit station building, a central fountain, horse corrals, and new bus shelters / drop-offs lining the outer perimeter of the central plaza. 1 24
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LEGEND | FIGURE 2.17
Transit Plaza (Central Promenade)
Reconfigured bus passenger loading/unloading areas
New Shared Parking Structure with retail liners
New Transit Center Station building
Mixed-use buildings on north side of Plaza
Horse Corrals & Shelters on east side of Plaza
Horse Trail along Pedley Road
1 2
3 4
5 Pedley RoadPedley Road
Van Buren BoulevardVan Buren Boulevard

JURUPA JURUPA

VALLEY/PEDLEY VALLEY/PEDLEY

METROLINK METROLINK

STATIONSTATION
Conceptual illustration of future Transit Plaza
FIGURE 2.17 | CONCEPTUAL VISION FOR THE TRANSIT PLAZA 5 3
2 2
1 1
2 3
3 5
4 4
6 6
7 7
7 6
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+ New Shared Parking Structure lined with Retail on
Plaza. In partnership with Metrolink and RTA, the city could pursue the funding and construction of a shared
parking structure to replace Pedley Station’s existing
surface park and ride lot. Such a facility could provide sufficient parking to meet future increased ridership
demands, and could provide additional parking to support new shops, restaurants, and other uses within the Town
Center, including a potential new civic building, described in Section 2.4.1.C to follow. The north side of the structure (fronting the plaza) could be lined with commercial - shops and restaurants, with wide sidewalks accommodating
outdoor dining, to activate the plaza during the day and evening.
+ New Transit Center Station Building: As a centerpiece of the transformed Transit Plaza, a new Transit Center
Station building terminating the west end of the plaza
could provide a prominent landmark at Pedley Station -
highly visible from Van Buren Blvd and Metrolink - and a welcoming arrival point for transit passengers. The station building could include ticketing, restrooms and a cafe, and its architecture could reinforce Pedley’s authentic semi- rural character and identity.
4 Shared parking structure lined with ground-floor
shops and restaurants. from Old Town Temecula, CA.

Potential architectural character of new commercial
shops and restaurants linknig the Plaza
Conceptual Illustration of commercial spaces lining a future shared parking structure, screening parking from public view and activating the plaza with sidewalk dining and human activity. 3 3
3 2
A. PEDLEY STATION TRANSIT PLAZA (continued)
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+ Mixed-use Buildings Transitioning to Transit Village
Neighborhood: New mixed-use buildings - with ground
shops and restaurants and housing and/or offices upper
floors - lining the north side of the plaza would provide a strong transition to the “Transit Village Neighborhoods” envisioned to the north of Pedley Station (see also Section

2.4.1.B). Upper-floor housing - potentially even in the form of a hotel - would provide 24 hour-per-day “eyes on the street,” improving overall safety and use of the Plaza. With direct proximity to transit, office uses in this location would also be an ideal use.
+ Provide Strong Access and Amenities for Equestrians:

A new equestrian / multi-use trail along Pedley road, and the inclusion of equestrian corrals and shelters within the plaza itself, would provide easy access and use of the many amenities of the Plaza for those choosing to arrive by horse. 6 5
4 4
Cafe/Retail in traditional train station
Historic Train Depot in Folsom, CA
Horse corral / hitching area at a bar & restaurant
3-story mixed-use hotel on a public square in
Healdsberg, CA
3-Story mixed-use buildging with ground floor commercial and upper floor housing, with balconies overlooking the street / plaza. 6 5
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Vision and Opportunities:

The Plan’s vision of the Transit Village brings traditional walkable neighborhood patterns to several large vacant/underutilized areas surrounding Pedley Station - in particular, the area immediately north of the Station, recently selected by City Council as a site to be designated for higher intensities of housing due to its proximity to regionally-serving transit, and to help make up for shortages in the City’s RHNA housing allocations. There has also been ongoing private interest in developing new neighborhoods on a large vacant area on the east side of Pedley Road, which could be leveraged to catalyze development of the Town Center.

Figure 2.18 (to right) provides a conceptual plan of the urban patterns and forms that of the Transit Village Neighborhood Strategies & Priorities:
+ Prioritize Walkability and Connectivity: A top priority for neighborhood development in the Town Center is walkability and connectivity - providing convenient, comfortable, and safe access to key destinations like the Transit Plaza (Section

2.4.1.A) and Town Green (Section 2.4.1.C) for all residents and by all modes of travel. Compact walkable blocks, neighborhood streets with comfortable sidewalks and landscape parkways, as well as multi-modal streetscape improvements to Pedley Road, will all play a critical role in connecting residents to transit and the amenities of the Town Center.

B. TRANSIT VILLAGE NEIGHBORHOODS
Neighborhoods streets with wide sidewalks and
landscape parkways and medians
Walkable neighborhood patterns connecting
residents to the amenities of the Town Center.

The Transit Village Neighborhoods can provide a range of housing types and choices for potential residents of the Town Center.

Well-crafted (future) “form-based” development standards can ensure seamless neighborhood patterns and an authentic town character. Pictured here: new neighborhoods in Hercules, CA - seamlessly transitioning from mixed-use to single-family.

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FIGURE 2.18 | CONCEPTUAL VISION FOR THE TRANSIT VILLAGE NEIGHBORHOODS 1 2
2 3
3 5
5 3
4 4
6 6
58th Street58th Street
Van Buren BoulevardVan Buren Boulevard
LEGEND | FIGURE 2.18
Future Transit Plaza (See Section 2.4.1.A )
Mixed-use buildings fronting Transit Plaza & Pedley Road Neighborhood-scale “Missing Middle” Multifamily Housing Single-family homes transitioning to surrounding
neighborhoods
Future Transit Village & Hillside Neighborhoods
Neighborhood parks & greens
Pedley Road improvements
Council-selected site for higher-intensity housing
1 2
3 4
5 6
Existing conditions of Transit Village Neighborhood Focus Area Van Buren BlvdVan Buren Blvd
Pedley RoadPedley Road

JURUPA JURUPA

VALLEY/PEDLEY VALLEY/PEDLEY

METROLINK METROLINK

STATIONSTATION

JURUPA JURUPA

VALLEY/PEDLEY VALLEY/PEDLEY

METROLINK METROLINK

STATIONSTATION
Pedley RoadPedley Road
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+ Provide a Variety of Housing Types and Choices near
Pedley Station: More residents living within a short walk, bike or horse ride from the regionally serving transit
options at Pedley Station will support increased transit ridership which, in turn, will support future reductions in vehicular trips and traffic congestion. Additionally, following the real-estate mantra “retail follows rooftops,” a critical mass of residents in this area will provide a built-in customer base for new shops and restaurants around the
Transit Plaza and Town Green.

Such neighborhoods could include a mixed-variety of
housing choices to meet the individual needs of potential residents, including: more intense mixed-use ( ) and multifamily typologies ( ) around the Station Area proper; neighborhood-scale multifamily types such
as multiplexes, courtyard apartments and rowhouses
within the neighborhoods themselves; and single-family
detached homes abutting the edges of surrounding
neighborhoods.
+ Prioritize Design Variation to Create Authenticity:

Prioritizing variation in architectural style, character and detail (in styles appropriate to Pedley) from building
to building as well as in the elements of the public
realm - whether developed by a single or multiple
developers - will help establish an authentic semi-rural neighborhood character. Similarly, subtle variations in public realm design (i.e. variation of street tree species, furnishings, signage, monuments) from neighborhood to
neighborhood, street to street, open space to open space will strengthen the overall identity and character of the Town Center and Transit Village.

B. TRANSIT VILLAGE NEIGHBORHOODS (continued)
Example of neighborhood-scale multiplex buildings
designed to look like large single-family homes.

Example of neighborhood-scale multifamily development that is skillfully massed and articulated based on clear and objective “form- based” development standards.
3 3
3 Example of a village-scaled mixed-use building on a
corner lot - of a form, character and pattern that would fit well into the future Pedley Station Transit Plaza.

Example of neighborhood-scale multifamily;
townhouses on a shared / community courtyard.
2 3
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A shared neighborhood green with unique / natural features, fronted by duplexes and triplexes that look like (and blend seamlessly with) large single-family homes.

Unique public realm elements - such as furnishings,
landscaping, neighborhood gateway monuments, etc. can help establish a strong neighborhood and Town Center identity.

Conceptual illustration of Transit Village Neighborhood Character and streetscape improvements along Pedley Road - including wide sidewalks landscaped medians and parkways, and an equestrian/multi-use trail connecting residents to the Town Center.

Conceptual illustration potential future Equestrian and/or Multi-Use trail along one or both sides of Pedley Road to be an important connectivity improvement of the Transit Village Neighborhoods.
+ Pedley Road Streetscape Improvements. Pedley
Road will be a critical and primary connection to the
Town Center for the new neighborhoods envisioned
to the north of Pedley Station that effectively “back
up” to the Railroad tracks and Van Buren Boulevard.

Accordingly, future improvements - including the
addition of multi-use and/or equestrian trails along
one or both sides of the street, transit shelters,
and parkways and medians with shade trees and
landscaping, will help improve the function, safety
and semi-rural streetscape character realm of this
area. The Illustrations above and to right highlight
several of these characteristics.
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Vision and Opportunities:

Two strategically-located City-owned parcels on Pedley Road, just north of Limonite and across from Pedley Station, could be transformed into the prominent focal point and community gathering space of the Pedley Town Center in the form of a new civic Town Green.

Strategies & Priorities:
+ New “Pedley Town Green”. As illustrated above and in
Figure 2.19 (to right), a new compact Town Green could be naturally “carved out” of a portion of city-owned land on the east side of Pedley Rd. The resulting civic space would provide a strong visual terminus from the intersection of Pedley Rd and Limonite Ave, inviting visitors into the space.

The perimeter streets of the Green could have a distinct “main street” character, lined with shops and restaurants with open storefronts that pour life and activity out onto the green and onto wide shaded sidewalks with outdoor dining, comfortable seating, equestrian hitching areas and bicycle parking.

The Town Green itself would be a multi-functional community gathering space, and could include a small gazebo or covered outdoor stage for special events and performances, ample shade from canopy trees, comfortable outdoor furnishings for resting and socializing, play areas for children, and equestrian corals and hitching areas for those arriving by horse.

Conceptual illustration of a new “Pedley Town Green” on City-owned land on the east side of Pedley Road, across the street immediately from Pedley Station.
1 1
1 C. PEDLEY TOWN GREEN
Town Green with shade pavillion in center
Equestrian Corral for those arriving to the Town
Center by horse
5 2
4 3
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FIGURE 2.19 | CONCEPTUAL VISION FOR PEDLEY TOWN GREEN AREA LEGEND | FIGURE 2.19
Pedley Town Green
New mixed-use buildings on City-owned land
Existing houses reconfigured for retail
New mixed-use development along Pedley & Limonite
Future Civic / Gateway Building
Roundabout at Pedley Station’s south entry
Gateway Intersection at Limonite Ave
Future Van Buren Overcrossing (See Section 2.3.3 )
City-owned Parcels
1 7
8 2
5 3
4 2
4 5
3 6
6 7
8 4
Limonite AvenueLimonite Avenue
Pedley RoadPedley Road
Pedley RoadPedley Road
Van Buren BoulevardVan Buren BoulevardMetrolink Rail R.O.WMetrolink Rail R.O.W Existing conditions of Focus Area across from Pedley Station Van Buren BlvdVan Buren Blvd
Limonite AvenueLimonite Avenue
Pedley RoadPedley Road

JURUPA VALLEY/PEDLEY JURUPA VALLEY/PEDLEY

METROLINK STATIONMETROLINK STATION

JURUPA VALLEY /JURUPA VALLEY /

PEDLEY METROLINK PEDLEY METROLINK

STATIONSTATION
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+ New Mixed-use Buildings on City-Owned Land: On the
remainder of the city-owned land, along the perimeter of the Town Green, new village-scale mixed-use buildings,
with ground floor storefronts and offices or residential units above, could define, enclose and activate the space.

A curated mix of village shops and restaurants, could
make this an active destination.
+ Adaptive Reuse of Existing Buildings: The existing
homes that define the north side of this conceptual
open space could eventually be adapted to additional
shops and restaurants, as has been done in many other
authentic village centers.
+ New Commercial / Mixed-Used Development Along
Pedley Rd and Limonite Ave: If development demand
outgrows the Town Green, it should extend the character and quality of this environment along Pedley Road
toward Limonite Avenue, strengthening the gateway into
the Town Center & Transit Village.
3 4
3 Existing single-family home adapted / retrofitted into a restaurant in the “Funk Zone” in Santa Barbara, CA
Development along Pedley Road can continue the
Town Green character toward Limonite Avenue
Envisioned character of mixed-use buildings fronting the Green and extending along Pedley to Limonite in the future. 2 4
4 2
C. PEDLEY TOWN GREEN (continued)
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+ New Civic Gateway Building on Prominent Opportunity
Site: A currently vacant, prominent opportunity site is currently for sale at the corner of Limonite Ave and Pedley Rd, backing up to Van Buren Blvd and the railroad tracks.

This highly-visible site would be an ideal location for a prominent civic gateway building such as a performing
arts or cultural center, library, or potentially a future relocated City Hall. Such a building could and announce the Pedley Town Center to the thousands of daily
travelers on Van Buren, Limonite, and by Rail, and could become a significant regional landmark.
+ Reconfigure Key Intersections to Mitigate Traffic and Improve Circulation: A new traffic circle at the northern part of this town center area could help regulate traffic into the Pedley Station area (including the potential new civic gateway site) the Town Green and surrounding
neighborhoods.
+ Gateway Intersection at Limonite Ave & Pedley Rd:

The City also owns a small parcel on the south side of
Limonite Ave that could be linked to the north side with unique paving, enhanced crosswalks, landscaping, and
signage, creating a gateway into the Town Green and
Pedley Station Areas. In the future, studying the feasibility of a roundabout at this intersection is recommended.
7 Single-Lane Roundabout
6 6
7 Gateway art and graphics (potentially part of a future roundabout design at Limonite and Pedley) could
create a strong Town Center Gateway at this important
intersection.

A new civic building on the west side of Pedley Road across from the Town Green could be a strong landmark for the Pedley Town Center, and help anchor the new Town Green
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+ Improve Pedestrian Access Circulation and Connectivity: As illustrated in the existing conditions photograph (on opposite page), pedestrian access to the Shopping Center from City Hall and the surrounding neighborhoods is currently limited to Limonite Ave. As conceptually illustrated in Figure 2.20, retrofitting the Shopping Center with pedestrian passages, paseos and promenades ( ) that provide comfortable access to a new shared district parking lot ( ) and to and from the surrounding neighborhoods, as well as a potentially re- imagined “Main Street” Entry Drive into the Shopping Center from Limonite, could greatly enhance access and circulation - within this area, and improve its overall character and identity. + Intersection Improvements at Limonite Ave & Reconfigured “Main Street” Entry Drive. Should a pedestrian overpass of Van Buren Blvd become a reality in the future1, improving safe pedestrian and equestrian crossing of Limonite Avenue - including crosswalks on both sides of the Shopping Center’s “Main Street” Entry Drive ( ) should be prioritized.

2.4.2 PEDLEY CIVIC CENTER AREA
Vision and Opportunities:

The Jurupa Springs Shopping Center is an important commercial center in Pedley that includes a grocery market and a number of shops and restaurants. While many amenities could be of daily benefit to residents of the surrounding neighborhoods and to employees at City Hall next door, the current configuration of the shopping center (oriented toward its parking lots and effectively “backing up” to the neighborhoods and City Hall), makes access to these amenities inconvenient at best. With plans to improve and expand City Hall already underway, and with current trends in the retail market shifting toward more pedestrian-oriented “experience retail” formats, there is a significant opportunity for partnership between these two parties, to jointly re-imagine this larger area as a cohesive civic/ retail district and center with strong connectivity and synergies between its various uses and the surrounding neighborhoods. To accomplish this will require a series of well-coordinated public and private improvements to both properties. A variety of such concepts are explored in this Section (continued on the following page spread).

Strategies & Priorities: Key opportunities and priorities for this Focus Area include:

Conceptual Illustration of reimagined “Main Street” entry into Jurupa Springs Shopping Center from Limonite Ave, including wide, landscaped and furnished sidewalks lined with new and improved retail spaces, and cubside customer parking (where possible). 1 4
1 5
Example of new pedestrian passages and outdoor
spaces that could be created by retrofitting
/ replacing the least-visible “interior corner”
commercial space of the Shopping Center with a
new outdoor plaza for dining and special events,
and pedestrian paseos/passages providing access
to a shared District Parking Lot ( ) in the rear.

Notes:
[1] See also Section 2.3.3 - for conceptual Van Buren
Pedestrian Overpass.
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LEGEND | FIGURE 2.20
Reconfigured Shopping Center “Main Street” Entry Drive
Intersection improvements at Limonite Ave & Collins St / Shopping Center Entry Drive
Expanded / improved City Hall
New City Hall / Shared District Parking Lot
New Pedestrian Connections to City Hall & surrounding
neighborhoods
New Outdoor Plaza / Community Gathering Space
Potential new “Food Hall” / Retail Building
Frontage & facade Improvements of existing suburban
shopping center(s)
Existing retail anchor of Jurupa Springs Shopping Center Conceptual future Van Buren Blvd Pedestrian Overpass
(See Section 2.3.3 )
FIGURE 2.20 | CONCEPTUAL VISION FOR PEDLEY CIVIC CENTER Improvements with Food Hall, outdoor dining patio and new pedestrian connection to an expanded City Hall and the residential neighborhoods to the south and west.

Existing conditions at Jurupa Springs Shopping Center and Jurupa Valley City Hall
Van Buren BlvdVan Buren Blvd
Van Buren BlvdVan Buren Blvd
Limonite AveLimonite Ave
Pedley RdPedley Rd
Holladay StHolladay St
63rd St63rd St
63rd St63rd St
Collins StCollins St
Archer StArcher St
Hudson StHudson St
Limonite AvenueLimonite Avenue

CITY CITY

HALLHALL
3 2
4 1
6 7
5 5
9 9
8 88
1 2
3 4
5 6
7 8
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+ Leverage City Hall Improvements ( ): The City is currently in the process of planning for retrofits and
additions to the existing City Hall site on Limonite Ave as a near-term response to the to the growing spatial needs of the City’s administration and governance. As shown
in the illustrations above, improvements currently being considered include expansion of the existing City Hall
building, constructing one or more additional satellite structure(s), and expansion of parking via a new surface parking lot on the city-owned land south of City Hall.

Additional recommendations include:
+ Strong Presence and Frontage on Limonite Ave. In
the future, when City Hall is either retrofired or replaced and/or relocated
1, a renovated or new building on the
City Hall site can strengthen the patterns of this Center, providing a strong frontage and presence along Limonite Ave by extending the building mass toward the street
and providing a high-quality public realm environment - including wide, shaded sidewalks and a prominent entry
plaza at the corner of Limonite and Archer Street.
+ Shared District Parking Supply ( ). The City could pursue a shared parking arrangement with the Jurupa
Springs Shopping Center to expand City Hall’s new
parking lot into the Shopping Center’s underutilized rear parking / loading area. Landscape improvements - as
well as improved access to and visibility of the parking lot from the Shopping Center and City Hall, could make this a highly valuable shared amenity, providing additional
parking for the new retail shops and restaurants of the entry “Main Street” ( ) on evenings and weekends (and outside of City Hall’s typical business hours).

2.4.2 PEDLEY CIVIC CENTER AREA (continued)
City Hall improvementconcepts (by BMLA Landscape Architecture) - including expansion options, an expanded surface parking lot, and design concepts for outdoor spaces.

Example of a well-landscaped surface parking lot
- that would be an attractive “edge” of the Civic/
Shopping Center to the surrounding neighborhoods.
4 3
4 3
3 1
Notes:
[1] See also Section 2.4.1.C - for conceptual relocation of City Hall (or other Civic Building) to anchor the
Pedley Town Green.

Example of a Civic Building with a strong street
presence, that actively engages and “fronts”
the street, as could be prioritized with future
improvements to Jurupa Valley’s City Hall Building.

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+ Support Shopping Center Improvements. There are a
variety of improvements that the owners of the Jurupa
Springs Shopping Center, as well as those on the north side of Limonite Ave, could be encouraged to pursue to evolve these suburban facilities into a more successful, pedestrian- oriented “experience retail” environments, including:
+ New Outdoor Spaces & Improved Connectivity: As
conceptually illustrated in Figure 2.20, the configuration of the Jurupa Springs Shopping Center could retrofitted such that the least-visible “interior corner” commercial space could be replaced with a more prominent/visible
commercial space ( ) - potentially a food hall or other highly active use - connected to an outdoor Plaza ( ) that could serve as a dining pavilion / event space, as well as new pedestrian passages/paseos providing access to a new shared District Parking Supply ( ) in the rear. + Frontage Improvements and Storefront Retrofits ( ).

Other retrofits and facade / frontage improvements could be made to existing commercial spaces to create a unique sense of place and improve the overall character of the Shopping Center, and create new spaces for outdoor dining and gathering. Several examples of such improvements are provided in the images above and to right.
+ New Retail “Main Street” Entry ( ). Figure 2.20 also illustrates a concept for upgrading the Shopping Center’s existing entry drive into a more significant retail “Main Street” environment with an enhanced, amenity-rich
public realm environment for customers, featuring wide
shaded sidewalks with ample spaces for outdoor dining
and socializing, and the potential for convenient curbside parking and/or passenger loading areas, where possible.

Examples of suburban shopping center improvements and retrofits including a new outdoor dining plaza and pedestrian paseos to parking (upper left) and replacing small amounts of surface parking with landscaped areas and dining patios (upper right). 7 6
6 4
1 1
8 8
8 8
Conceptual illustration of a new dining terrace added
to a suburban shopping center within the front
setback area to better engage the street, and create
additional outdoor space for the commercial unit.

Conceptual illustration of replacing a small amount
of parking with simple landscaping, lighting, shade
and seating to create a new outdoor dining space.

Potential public realm character of reimagined
“Main Street” Entry into Shopping Center.

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+ New Multifamily and Mixed-use Buildings Fronting Limonite:

More intense buildings (ranging from 2-4 stories) along Limonite Avenue would provide spatial definition and enclosure to what is currently a wide arterial roadway, and support the streetscape and public realm improvement priorities described in Section 2.3.1 and

2.3.2. Various forms of mixed-use and multifamily development types could provide such, while still being massed and articulated to preserve Pedley’s semi-rural village scale and character. Such types would also help to locate a critical mass of new residents within close proximity to the Civic Center and the Pedley Station Area. + New Mixed-Use Village Center: As conceptually illustrated above, new mixed-use buildings at the intersection corners of Limonite Avenue and Baker Street (extension into Limonite Village) could create a charming new Village Center - potentially including a neighborhood cafe and/or other shops and services - easily accessible from Limonite and surrounding neighborhoods.

Vision and Opportunities:

A large undeveloped site on Limonite Avenue just northwest of the Civic Center Focus Area (Section 2.4.2), is well suited for new, walkable and mixed-use neighborhood development that could provide a range of new housing choices for residents wanting to live in Pedley, and locate a critical mass of new residents within a short distance of a variety of surrounding destinations and amenities. The parcels highlighted in this Focus Area (see existing conditions photo on opposite page) are owned by only a few property owners, offering a real opportunity for this area to be developed with unifying characteristics - namely highly connective, walkable neighborhood patterns and an authentic semi-rural built character, as articulated by this plan. Figure 2.21 (right)conceptually illustrates how such patterns could be applied to this site - generally transitioning from more-intense mixed-use and multifamily buildings along Limonite Avenue to less-intense “neighborhood-scale” multifamily types within the neighborhoods and to single-family detached homes mirroring the existing patterns of the surrounding neighborhoods.

Strategies & Priorities: Key opportunities and priorities for this Focus Area include:

Conceptual Illustration of new mixed-use gateway buildings on Baker Street creating a welcoming entry and Village Center.

2.4.3 LIMONITE MIXED-USE VILLAGE
2 1
1 2
2 Example of a mixed-use building that is
skillfully massed and articulated, to maintain an
authentic village scale and character.

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Conceptual diagram of new mixed-use neighborhoods on this large undeveloped site, transitioning from more-intense mixed- use and multifamily buildings along Limonite Avenue to less-intense “neighborhood-scale” multifamily types within the neighborhoods and to single-family detatched homes mirroring the existing patterns of the surrounding neighborhoods.

FIGURE 2.21 | CONCEPTUAL VISION FOR LIMONITE VILLAGE LEGEND | FIGURE 2.21
Street-fronting Mixed-Use & Multifamily Buildings
Small Neighborhood Commercial / Mixed-Use Entry Street.

Central Neighborhood Green
Smaller Neighborhood Greens & Pocket Parks
Neighborhood-Scale & “House-Form” Multifamily Buildings Detached Single-Family Homes
Rear Alley & Shared Parking Areas
Intersection Improvements at Baker Street
Existing Single-Family Neighborhoods
1 1
11 1
2 2
3 4
5 5
5 5
5 3
6 6
6 7
8 9
9 9
9 9
8 7
7 7
4 4
Limonite AvenueLimonite Avenue
Limonite AvenueLimonite Avenue
61st Street61st Street
61st Street61st Street
61st Street61st Street
Felspar StreetFelspar Street
Baker StreetBaker Street
Felspar StreetFelspar Street
Hudson StreetHudson StreetHudson StreetHudson Street
Existing conditions at Limonite Village Focus Area
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+ Variety of Neighborhood Housing Types and Choices:

With thoughtful and intentional planning, new
neighborhood development in Pedley can set itself apart from the homogeneous suburban development types and
patterns that characterize many neighboring cities in the region, while significantly expanding housing options and choices for prospective residents.

Figure 2.21 conceptually illustrates how a wide variety of neighborhood-scale housing types - in both single- and
multifamily arrangements - could be intermixed in authentic “traditional neighborhood” patterns within the Limonite Village area. Multifamily typologies could include “house- form” multiplexes (two or more units in a building that looks like a large house), courtyard apartments, bungalow courts, rosewalks, rowhouses, etc., and single-family types could range significantly in lot and unit sizes and arrangements based on market-demand.
+ Connective Public Realm Network. A top priority for new development within the Limonite Village area is to ensure - through carefully coordinated planning and subdivision of the large vacant parcels - that each new increment of development is part of a connective and collective human- scale network of streets and other publicly accessible spaces.

This network must provide multi-modal access within
and through this area, connecting the Limonite Village
Neighborhoods - as well as surrounding neighborhoods -
to amenities and services along Limonite Avenue and the within the nearby Civic Center.

Conceptual illustration of neighborhood-scale multifamily buildings on a tree-lined neighborhood street with wide sidewalks and lush rural landscaping.

Apartments arranged around a shared courtyard.

Attached rowhouses accessed by a sideyard pathway.

Bungalow cottages arranged around a shared green.
5 5
5 2.4.3 LIMONITE MIXED-USE VILLAGE (continued)
5 5
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+ New Community Gathering Spaces: The public
realm defines the “outdoor rooms” of a place where
the community gathers (formally and informally) and
participates in civic life. Figure 2.21 conceptually illustrates how a variety of new public spaces - including a new central Neighborhood Green ( ), smaller greens and pocket parks ( ), semi-public residential courtyards, dining plazas ( ) and the streets themselves can be designed and organized to support Pedley’s community life.
+ Prioritize “Active” Building Frontages: The public realm is “activated” the ways in which buildings front and
engage streets, sidewalks and public spaces. Commercial storefronts that seamlessly “spill out” into the sidewalk, ground-floor residential units that can be entered directly from the sidewalk via stoops and dooryards, and homes
with welcoming front yards and porches, can all help create an active, safe, and social public realm and neighborhood environment in Pedley.
+ Deploy Alleys for Improved Streetscapes: Rear alleys offer a number of important benefits for new neighborhoods in Pedley; they provide access to garages and parking areas, can be used for trash pickup, and can house public utilities - in all cases, freeing up the front of the building and lot for attractive landscaping and active, welcoming building frontages. Alleys also eliminate curb-cuts and driveways, significantly increasing the on-street parking supply,
and improving the safety and comfort of sidewalks and
equestrian / multi-use trails.

Example of neighborhood-scale multiplexes (that
look like large homes) fronting a rural neighborhood
green.

Conceptual illustration of attached townhouses and detached single family homes (and/or “house-form” multiplexes) fronting tree-lined neighborhood streets and a small neighborhood green.

Residential alley provides garage and parking access,
is used for trash pickup, and houses public utilities.
3 14
3 4
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+ Organized Public Realm Network. Figure 2.22 conceptually illustrates organizing this area into a more fine-grained / human-scaled network of block and streets, added along
existing property lines (potentially via public-access easements) to preserve existing ownership patterns, while providing improved circulation and access within and through this area, and creating new street addresses for future infill development. + Enhance the Public Realm with Streetscape and Public
Space Improvements: As new public and private investment in this area occurs, streetscape improvements such as street landscaping, lighting, furnishing, etc. ( ) and new outdoor spaces such as plazas and greens ( )can be added to further enhance the overall quality, character, and function of the public realm, providing a safe, comfortable and enjoyable outdoor environment for residents and employees of this district.

Vision and Opportunities:

The Focus Area south of Limonite Avenue and east of Van Buren Boulevard is an interesting and eclectic part of Pedley. This area is made up of very large (formerly agricultural) parcels accessed by just a few streets, and has evolved over time into a mostly industrial area, with a high percentage of land being used for material, vehicle, and parts storage. Fragments of the original neighborhoods remain in some places, intermixed with industrial uses, as does a small portion of historic Limonite Avenue - still fronted by businesses - preserved from when Limonite was re-routed when the Van Buren underpass was constructed. Being directly adjacent to the Pedley Station Area - and potential future town center environment envisioned for that area (See Section 2.4.1) - and with new residential development flanking the east edges of this area - there is significant opportunity for this somewhat underutilized area to evolve into a more significant employment district - that starts to add more intense / “jobs-per-acre” uses within close proximity to regional transit and the amenities of the Town Center.

Strategies & Priorities: Key strategies and priorities for this Focus Area include:

2.4.4 SOUTHEAST EMPLOYMENT DISTRICT
2 2 3
3 An expanded and completed public realm network
in this area - including streetscape improvements
and new outdoor plazas and greens - would
support new infill development and provide
valuable outdoor spaces for residents and workers.

The Southeast area is ideally located and well-suited to evolve, over time, into a more significant Industrial/Employment District.

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FIGURE 2.22 | CONCEPTUAL VISION FOR THE SOUTH LIMONITE EMPLOYMENT DISTRICT Pedley RoadPedley Road
Pedley RoadPedley Road
Limonite AvenueLimonite Avenue
Clay StreetClay Street
Van Buren BoulevardVan Buren Boulevard
LEGEND | FIGURE 2.22
Gateway Intersection improvements (See also Section

2.4.1 )
Public realm network improvement & completion
New public plazas and greens
Adaptive re-use & small infill development
Block-scale infill development
Extension of existing side-access lane along Limonite
Avenue frontage (See also Section 2.3.2.A )
Planned future multi-use trail / bridge crossing
City-Designated HHDR Housing Site
“Old Limonite” Center (enlarged on following page)
Potential future trail undercrossing ( See Section 3.3.B ) 1 1
1 2
2 2
6 3
3 3
4 5
2 5
4 4
2 3
3 6
Existing Focus Area near the south of Limonite
Van Buren BlvdVan Buren Blvd
Pedley RoadPedley Road
63rd St63rd St
Eucalyptus StEucalyptus St
Pedley RoadPedley Road

ROCK ROSE AND ROCK ROSE AND

BAYBERRY PLACE BAYBERRY PLACE
(IN DEVELOPMENT)(IN DEVELOPMENT)

ROCK ROSE AND ROCK ROSE AND

BAYBERRY PLACE BAYBERRY PLACE
(IN DEVELOPMENT)(IN DEVELOPMENT)
Limonite AvenueLimonite Avenue
Clay StreetClay Street

JURUPA VALLEY /JURUPA VALLEY /

PEDLEY METROLINK PEDLEY METROLINK

STATIONSTATION
7 8
9 10
10 9
8 8
Conceptual Public Realm Framework Plan of a future Southeast Employment District, re-organizing the District around a compact and connected network of streets (with several new streets conceptually added along existing parcel lines) and public spaces to create improved access and connectivity for future infill development. 7 Regular City Council Meeting - May 1, 2025

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2.4.4 SOUTHEAST EMPLOYMENT DISTRICT (continued)
+ Prioritize Employment-Generating and Town Center-
Supporting Industrial Uses: Within a very short walk or bike ride from transit and the amenities of the future Station Area and Town Green, this area is an ideal location for office and other employment generating uses.

This area would also be an ideal location for a variety of “Town- Center supporting” light industrial uses - such as bakeries, breweries, coffee-roasters, shared commercial kitchens, small-plot agriculture, etc. - that can support local shops and restaurants, and also can serve as community gathering places in their own right. + Preserve and Prioritize Low-Impact Industrial Uses. Industrial uses, such as small warehouses, maker and incubator spaces, and potentially others that minimize impacts to adjacent residential uses should be preserved and prioritized in this area.
+ Adaptive Re-use of Existing Buildings. Some of the existing building stock in this area could be adapted into flexible spaces for co-working, retail pop-up/incubator space, or art galleries, maintaining the eclectic character of this area.
+ Connect to New Residential Developments along East
Edges of District. As illustrated in Figure 2.22 - the east edges of the Southeast Employment District are flanked by new residential developments - including a new 254 single-family home neighborhood (Rock Rose & Bayberry Place) - currently under construction - and a currently vacant site in the DeAnza Marketplace, recently identified as a future HHDR (Highest-High Density Residential) housing site by City Council. Accordingly, public realm improvements along South Pedley Road should be prioritized, to provide connectivity between these projects, the Employment District, and Pedley Station Area.

Example of adaptive re-use of existing industrial
buildings into commercial shops, restaurants
and offices.

Small-plot agriculture in this area could provide
fresh local produce to restaurants in the Town
Center.

Conceptual Illustration of potential “Old Limonite Center” at the Pedley Road entry to the Southeast Employment District
Limonite AveLimonite Ave
Limonite CourtLimonite Court
Future Side Access LaneFuture Side Access Lane
Future Street ConnectionFuture Street Connection
Future Street / AlleyFuture Street / Alley
Pedley RdPedley Rd
Morton AveMorton Ave
Eucalyptus StEucalyptus St
+ “Old Limonite” Center: The area around
Limonite Court (former alignment of
Limonite Ave prior to construction of the
Van Buren underpass) and Morton Ave
could be reimagined and reorganized
in the future to serve as a small
gateway center into a future Southeast
Employment District. As conceptually
illustrated to left, City-owned land on
the south side of Limonite Ave could be
transformed into a new outdoor plaza,
with other new public spaces and street
connections - including extending a side
access lane east along Limonite Ave,
could organize a concentration of new
businesses and amenities to support the
needs of the District.
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Example of a microbrewery with an outdoor dining plaza and recreation area would be an excellent example of a “Town Center- supporting” industrial use that would be appropriate to the Southeast Employment District.

Examples of low-impact industrial uses - such as maker- and business incubator spaces, warehouses, and others, that should be prioritized and preserved in this area.

Examples of “Town Center-supporting industrial uses” - such as coffee-roasters, bakeries, breweries and distilleries, etc.

Regular City Council Meeting - May 1, 2025

2.4.5 NEIGHBORHOOD INFILL STRATEGIES
Vision and Opportunities:

The neighborhood south of the Civic Center contains a small handful of very large parcels (ranging from 1 to 1.5 acres in size) sandwiched between Van Buren Boulevard, the backside of the Jurupa Valley Shopping Center, and existing Pedley neighborhoods and Horseshoe Lake Park to the south and west. These parcels appear to be somewhat underutilized at present, with larger percentages of the lot being used for vehicle and material storage. If the Civic Center Area (See also Section 2.4.2) begins to evolve over time into a more active district and destination, the owners of these large parcels might see collective value in partnering with the city to pursue subdivision and redevelopment of this land into finer-grained neighborhood patterns consistent with the surrounding neighborhood fabric and calibrated to market demand and the vision of the Town Center. While similar neighborhood infill strategies could equally be pursued elsewhere in the Plan Area - this particular location is highlighted as it includes the potential of establishing a new (and direct) neighborhood connection between the Civic Center Area and Horseshoe Lake Park (and Santa Ana River for that matter) - which could prove to be a valued community benefit.

Strategies & Priorities: Key neighborhood infill strategies and priorities in this area include:
+ Create a Mechanism for Subdivision of Large Underutlized Lots: Future zoning updates resulting from implementation of this Pedley Town Center Plan could include mechanisms for rezoning and/or subdividing large parcels in key locations such as this based on or clearly defined community benefits that such changes could provide / accommodate (i.e. providing accessible housing, adding and improving connectivity and access to parks and open space, etc.). + Develop Objective Standards for “Context-Aware” Neighborhood Infill. In addition to conceptual neighborhood infill opportunities described for this specific area, California state law enables the addition of one or more Accessory Dwelling Units on virtually all parcels zoned for single-family housing (virtually all residential lots in Pedley). To maintain local control of the design characteristics of ADUs and other neighborhood-infill types that could be imagined for Pedley, it is strongly recommended that clear and objective design standards be developed following Plan Adoption.
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Creating new and improved access and
connectivity to Horseshoe Lake Park (and
the Santa Ana River) from the Town Center
could be a considerable community benefit
of infill development in this area.

Conceptual Illustration of a potential new neighborhood street connection between the Civic Center District and Horseshoe Lake Park - with new neighborhood-scale infill on a handful of large underutilized residential parcels. 2 Regular City Council Meeting - May 1, 2025

LEGEND | FIGURE 2.23
Future Pedestrian Connection to the Civic Center
(See also Section 2.3.3 )
Potential future street connection between the Civic Center area and Horseshoe Lake Park
Conceptual infill of large neighborhood lots
Pocket Green
Cottage Court / Rosewalk
“House-Form” Multiplexes
Carriage Houses & Accessory Dwelling Units (ADUs)
Intersection Green at 64th Street & Lakeview Avenue
Existing Conditions
FIGURE 2.23 | CONCEPTUAL VISION FOR INFILL NEIGHBORHOOD Van Buren BlvdVan Buren Blvd
Van Buren BlvdVan Buren Blvd
Archer St.Archer St.

Archer St.Archer St.
64th St.64th St.
64th St.64th St.

Lakeview AvenueLakeview Avenue
63rd St.63rd St.
63rd St.63rd St.

City HallCity Hall
City City
HallHall
63rd St.63rd St.

Horseshoe Horseshoe
Lake ParkLake Park
Horseshoe Horseshoe
Lake ParkLake Park
3 4
5 5
1 2
3 4
5 6
6 7 7
7 8
8 1
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Conceptual Illustration of a potential neighborhood-scale infill on a total of 9 large parcels south of the Civic Center Area, adding a new connection between the Civic Center Area and Horseshoe Lake Park, and approximately 50 new residential units.

Regular City Council Meeting - May 1, 2025

Regular City Council Meeting - May 1, 2025

Chapter 3

IMPLEMENTATION
This Chapter outlines the first steps necessary to turn the priorities and vision of Chapters 1 and 2 into a reality. This includes: prioritizing action items according to a well-coordinated work plan; updates to related policy and regulatory documents; creating strategic partnerships to make projects possible; district management and financing, especially to improve and maintain infrastructure; and staff training, development, and relationships with consulting professionals.

These efforts can work in tandem to implement this Town Center Plan.

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IN THIS CHAPTER
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102

3.1. Work Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

3.2. Policy & Regulatory Updates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 B. Current Actions and Updates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 C. Future Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

3.3. Strategic Partnerships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 B. RTA and Metrolink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 C. Developer Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

3.4. Infrastructure Financing Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 B. Potential Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 C. Deploy “Tactical” & Low Cost Improvement Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

3.5. District Management & Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 B. City Staff Training & Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 C. Identification & Protection of Key Sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 D. Town Center Maintenance & Improvement Entity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 E. Establish a “Park-Once” District . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

INTRODUCTION
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3.1 WORK PLAN
A. INTRODUCTION
The following Work Plan provides a summary guide of specific actions and steps required to achieve the vision and goals of the Pedley Town Center Plan (PTCP). Table 3.1.1 below, summarizes key implementation actions, along with responsible parties and an intended implementation timeline for each action. The work plan will require the coordination of many skill sets, departments, and often other agencies. The “Responsible Parties” indicates the department or entity most likely to take a leadership role in the measure, however, that role may shift to a new department/entity depending on circumstances needed for the issue, and resources available at the time.

The Action Items referenced in Table 3.1.1 are described in more detail in the Sections to follow, with specific Section number references provided in the first column.

CH. 3
REF.

DESIGN
REF. ACTION ITEM

RESPONSIBLE

PARTIES
TIMING
(YEARS)

3.2.B -
Prepare updated development standards to implement
the intended built outcomes envisioned by the PTCP.
(Currently in-progress via Town Center Implementation
Zoning)
Community
Development /
Consultant
1 3.2.B All
Ch. 2
Ensure consistency between this PTCP and other
concurrent/parallel planning effots, including the Citywide Corridors Plan (CCP) and Trails Master Plan (TMP), and
Town Center Implementation Zoning Updates.

Community
Development /
Consultant
1 3.2.C 2.3
Prepare and adopt the equivalent of one or more Master
Plan(s) of Streets, Trails & Bikeways (MPSTB), to guide the design and implementation of future improvements
to streets, trails, and bikeways.

Community
Development 2

3.2.C 2.3
Concurrently with preparation of Master Plan(s) of
Streets, Trails & Bikeways (MPSTB), study the feasibility and design of priority connections, such as improved
access to the Santa Ana River and the Van Buren Crossing (§2.3.3).

Community
Development 2

3.3.B - Develop political and technical connections to RTA and Metrolink
Community
Development 1

3.3.C 2.4
Meet with developers, property owners, and investors
with active interests in constructing new projects in
Pedley, especially in those locations identified as Focus Area Opportunities (§2.4), and make known the vision for Pedley Town Center.

Community
Development 1

3.4.B
Identify potential public/private funding sources for
infrastructure and catalytic public realm improvements in the Town Center.

Community
Development 1-2
TABLE 3.1.1 | SUMMARY OF KEY IMPLEMENTATION ACTION ITEMS Regular City Council Meeting - May 1, 2025

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TABLE 3.1.1 | SUMMARY OF KEY IMPLEMENTATION ACTION ITEMS (CONT.) CH. 3
REF.

DESIGN
REF. ACTION ITEM

RESPONSIBLE

PARTIES
TIMING
(YEARS)

3.4.C 2.3

2.4 Identify and test high priority streetscape and public realm improvements through tactical interventions,
including on local and neighborhood streets.

Community Dev.;
Public Works and
Engineering
Now &
On-going

3.5.B -
Train and develop staff so that the City may play the role of “Master Developer,” organize a consultation including one or more workshop sessions that include senior
staff of all relevant City departments and consulting
professionals.

All relevant
departments 1

3.5.C 2.3.4

2.4 Identify, protect, and make an inventory of key
opportunity sites and potential connections. Ensure that any new development meet new development standards
(see §3.2.B), provide appropriate multi-modal connectivity, and contribute to the public realm.

Community
Development /
Consultant
Now &
On-going

3.5.C

2.4.2 2.4.1.C

2.3.2.A
Evaluate potential alternatives for City Hall, such as:
expansion to properly front Limonite Ave; new structure(s) in the same area; or relocation to another site (§2.4.1.C).

Coordinate any improvement/reconstruction of City Hall
with intended streetscape improvements, such as a side
access lane on Limonite Ave (§2.3.2.A).

Community
Development /
Consultant
Now &
On-going

3.5.D 2.3 Initiate necessary / supporting Town Center Management, Maintenance and Improvement Entities.

Community
Development 1-3

3.5.E - Establish a Pedley Town Center Park-Once District. Community Development 2

3.2.B

3.4.C

2.3 2.4
Concurrent with the preparation of updated zoning
and development standards, identify mechanisms
for incentivizing private frontage improvements in
coordination with intended streetscape improvements.

Community
Development /
Consultant
1-2
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3.2 POLICY & REGULATORY UPDATES
A. INTRODUCTION
To implement the bold vision of the Pedley Town Center Plan (PTCP), the City is in the process of creating and updating several policy and regulatory documents. This section provides a brief summary of those concurrent actions, along with policy direction for future action items that will further support efficient, well-coordinated implementation of this Plan. Table 3.1.1 at the conclusion of this Section, provides a “Work Plan” summary of key action items for PTCP implementation, summarizing the indented action, responsible party, and intended timeline for each.

B. CURRENT ACTIONS AND UPDATES
Concurrent with the adoption of this Pedley Town Center Plan (PTCP), the city is also undertaking the following updates to various policy and regulatory documents:
+ 2025 General Plan Amendments: The 2017 General Plan includes clear statements of the community’s vision and values and a solid policy framework for decision-making. However, the General Plan does not provide sufficient clarity as to how the high-level vision and values would manifest physically as new development, streets, trails, and public open spaces. This Pedley Town Center Plan - adopted as a special “Area Plan” within the General Plan - fills that gap and clarifies the types of built outcomes and public realm improvements that will fulfill the community’s vision and aspirations for the Pedley Area. + 2025 “Town Center Implementation” Zoning Updates: During the preparation of the PTCP, the City was awarded a Regional Early Action Planning (REAP 2.0) funding grant from the California Department of Community Development (HCD), issued through the Southern California of Governments (SCAG), to make necessary updates to their zoning and development standards to implement the intended outcomes of the three Town Centers envisioned by the General Plan. The colored box on the opposite page provides a summary of the anticipated zoning and development standards updates. This work is now underway, and the new zoning development standards, once adopted, will replace the “Findings of Consistency for Interim Development Proposals” provided in Appendix A of this PTCP. + 2024-2025 Corridor Planning: Concurrent with the adoption of the PTCP, the City is in the process of preparing the Jurupa Valley Citywide Corridors Plan (CCP); a “Toolkit” for making public and private improvements along the City’s corridors to improve multi-modal safety, beautifying corridor streetscapes to strengthen the City’s identity (including the localized character and identity of unique areas like Pedley), improving the economic performance of corridors (within the Town Centers in particular), and ensuring equitable investment in improvements throughout the city. The improvements types identified in the CCP are informed by the intended public realm outcomes for the Pedley Town Center, as envisioned in this PTCP. Once adopted, the Citywide Corridors Plan will be the implementing tool for all public realm improvements along all corridors in the Pedley Town Center area (Limonite Ave, Pedley Road, Clay Street, Van Buren Boulevard), and will replace the “Findings of Consistency for Interim Development Proposals” provided in Appendix A of this PTCP. However, as the CCP is limited to corridor-improvements, additional improvements to local and neighborhood streets in the Pedley Town Center area will rely on the strategies and direction of the PTCP (See also Section 2.3.2.C). + 2024-2025 Trails Planning: Concurrent with the adoption of the PTCP, the City in collaboration with Jarupa Area Parks Department (JARPD) is in the process of preparing the Jurupa Valley Trails Master Plan (TMP) to evaluate and identify priority improvements to the City’s existing trails network – both off-road and along city streets. The planned trails and trail improvements identified in the TMP are to be informed by the “Priority Equestrian / Bicycle Routes” identified in this PTCP. Once completed, the TMP may serve as a guiding tool for new and improved off-road trails in the Pedley Town Center area, however, long-term implementation and completion of citywide trail networks and improements should be consolidated into a comprehensive citywide mobility planning effort, as described in Section 3.2.C to follow.

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Summary of “Town Center Implementation” Zoning Updates:

Jurupa Valley’s current zoning standards, subdivision standards, and street standards are slightly modified from the previous Riverside County standards that were primarily intended to manage the development of conventional housing tracts, shopping centers, and business parks, while enabling vehicular traffic to move back and forth among such development projects. Such patterns and forms of development are distinctly different from semi-rural neighborhoods, multi-modal street and trail networks, and walkable town centers with equestrian mobility networks. Accordingly, Jurupa Valley’s updated development standards will be much more than a “zoning code refresh”; they will include standards for a semi-rural public realm network of unique streets, beautiful trails and rural open spaces. This will include :
+ Updated Vision-Based Zoning: Updated
zoning for Pedley will include customized
zoning standards for large lot residential
development to preserve and enhance older
neighborhoods, encouraging and promoting
small-plot agriculture and large animal
keeping in a semi-rural environment. They will
also include very different, but compatible,
standards for walkable neighborhoods and
mixed-use town center that maintain a small-
town scale and character rather than a big city
or “plain vanilla suburban” character.
+ Form-Based Zoning: Such customized zoning
standards will regulate much more than just
building heights and setbacks and uses; they
will guide the building massing and façade
design to create small-town charm rather than
long boxy buildings. They will also provide
guidance for the design of the building
frontages where passing pedestrians can see
into and access shop and restaurant interiors,
or stop to visit with neighbors on a front porch
or in a garden court rather than in a parking
lot.
+ Updated Subdivision Standards: Customized
subdivision standards that require smaller,
walkable blocks in town centers, with an
interconnected network of multi-modal streets
that attract and support pedestrians, cyclists,
and equestrians.
+ Updated Street/Public Realm Standards:

Customized street standards that provide
high-quality pedestrian, bicycle, and equestrian
routes while accommodating adequate
vehicular flows at moderate speeds that
support pedestrian safety and comfort.
+ Updated Parking Standards/Strategies:

Parking standards and strategies will be
customized for town centers. This will
be done by applying parking reductions
where appropriate and enabling “off-site”
parking and “in lieu parking fees,” creating a
“parking district.” It is well documented that
in downtowns and walkable town centers—
where most customers and visitors who arrive
by automobile will park one time and then
navigate the place on foot—the total number
of parking spaces needed per business is
typically much less than in commercial strips,
where shoppers park, drive, and repark many
times as they move from business to business.

And when parking is centrally managed—as it
is also in successful large shopping centers—
each business can then focus on their business,
rather than on parking management.
+ Updated Landscape Standards: Landscape
standards and guidelines that encourage the
use of California native plants to enhance and
restore Jurupa Valley’s unique natural and rural
environment will be prepared.

Approval of Interim Development Proposals
Prior to the adoption of new/updated development standards as described above, all development proposals shall meet the Findings of Consistency established by Appendix A.

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C. FUTURE UPDATES
Future regulatory updates for consideration include:

I. Citywide Mobility Planning
As a future action, either as part of a future General Plan Mobility Element (GPME) update, or separate Plan, the City will prepare and adopt the equivalent of one or more Master Plan(s) of its Streets, Trails & Bikeways (MPSTB), to guide the design and implementation of future improvements to streets, trails, and bikeways within the City - including on local and neighborhood streets - to establish safe, comfortable and complete routes for all modes throughout the city. Such a Plan will provide a high level of coordination between the design of the multi-modal public realm network within private lands and on existing streets, trails, and bikeways. In order to plan for and achieve this vision at the citywide level, the City will take the lead in planning the multi-modal network in light of citywide trade-offs for all travel modes and other goals for the built environment.

The updated GPME / MPSTB will be informed by this Pedley Town Center Plan, the Citywide Corridors Plan, the Trails Master Plan, the 2018 Circulation Master Plan for Bicyclists and Pedestrians, any other Town Center Plans/Planning that has been completed at the time of preparation. The GPME / MPSTB will stitch together the vision of each of these plans into an expanded citywide context, while also weaving in topics and modes that have not yet been covered. Accordingly, the GPME / MPSTB may therefore replace and supercede any conflicting recommendations in any of those earlier documents.

Key elements of future citywide multi-modal mobility planning should include:
+ A citywide plan drawing identifying all segments of all streets that are covered by the Plan. The design of the network should start with an assessment of existing conditions, other relevant planning documents, and the location of priority routes for each mode.
+ Geometric designs of streets and public frontage types. Street designs should show proposed lane configurations, medians, potential bicycle lanes and curbside parking lanes. To the extent possible, bicycle and parking facilities and medians should be accommodated by reconfiguration of vehicular lanes rather than moving existing curbs. Public frontage designs should be calibrated to the desired public realm character and the intended private frontage environment.
+ Prototypical designs of new intersection types. New and improved intersections will be required at various locations within the Plan area to acomodate new street crossings, as well as improved pedestrian, bike and equestrian crossing. In some locations, intersection design must also take into account other specialized design elements such as side access lanes, bike, equestrian, and transit facilities, and be carefully designed to manage potential conflicts. + Coordinated wayfinding and branding signage. Either to be included in the GPME / MPSTB, or, part of a future Citywide Branding & Wayfinding Plan.
+ Budget-level cost estimates for improvements and their maintenance. Cost estimates for street improvements should be provided per street segment, and be typically be organized improvement type. This will be helpful to the City in evaluating and prioritizing investment in catalytic capital projects (to help stimulate private development interest), as well as identifying potential funding sources and financing strategies. As part of or concurrent with the preparation of this the GPME / MPSTB, the City may establish a Town Center Management & Maintenance Entity (Section 3.5.D) and develop a District Infrastructure Financing Strategy (Section 3.4). + Identification of priority improvements as well as a system for evaluating trade-offs to determine priorities and phasing over time. Financial and physical feasibility, as well as City goals and priorities must be jointly taken into account evaluating future improvements. The GPME / MPSTB should additionally identify: “off-site improvements” that developers may be required to construct as part of new private development projects; capital improvements that the City intends to construct with existing transportation funds; and infrastructure improvements for which the City may seek State, Federal or other grant and low-cost loan funding.

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3.3 STRATEGIC PARTNERSHIPS
A. INTRODUCTION
Establishing and sustaining a successful Pedley Town
Center will require the coordinated efforts of multiple public agencies and many private individuals and
groups. This section outlines a preliminary list of
strategic partnerships and cooperative relationships
that the City should establish as soon as possible.

B. RTA AND METROLINK
It is currently Pedley’s major transportation
infrastructure—Limonite Avenue, Van Buren Boulevard,
and the railroad—that connect Pedley to the region
and disconnect the four quadrants of Pedley Town
Center from one another. To plan, design, fund, and
implement the long-term improvements to the
Pedley Station Area envisioned by this Plan - including better under/overcrossing of Van Buren Blvd and the
rail R.O.W (See Sections 2.3.3 & 2.4.4 / Figure 2.22), a potential new Station Depot and Transit Plaza, shared
district parking supply, and potentially others - it will be critical to establish strong partnerships and positive working relationships with Metrolink and the Riverside
County Transit Agency (RTA). These agencies could be
critical partners in providing funding resources to the city, as well as technical and political support for future transit and other infrastructure improvements.

The primary goals of this partnership should be to
to improve access to (and visibility of) Pedley Station and to promote increased transit ridership from this
important regional mobility hub. The City can use this Plan as proof of clear and forward-thinking planning
to make a strong argument for prioritizing Pedley for
future transportation improvement funding.

Action: Upon adoption of the PTCP, the City will
reach out to Metrolink and RTA for an opportunity
to present the City’s long-term vision for the Pedley
Station Area, seek Agency feedback, identify any
planned / pipeline projects that might impact the
Pedley Station Area vision, and identify potential
follow-up action items / next steps.

Potential next steps to be identified may include -
identification of potential funding sources, needed
follow-up studies, joint City/Agency ridership
campaigns, strategic partnerships, etc.

C. DEVELOPER ENGAGEMENT
Private developers will construct, own, and operate
most future development in Pedley Town Center.

To invite the types of infill development necessary
to deliver the authentic, walkable, mixed-use town
center as defined in the General Plan and in this
Town Center Plan, the City should build relationships
with current and future developers who share the
community’s vision for Pedley. Developers engaged
should surely begin with those currently proposing
to invest or reinvest in Pedley, and the City should
proactively reach out to developers known to build the
town center retail, mixed-use, and residential building types envisioned for Pedley. This Pedley Town Center
Plan can serve as a “brochure” that can be shared with
prospective developers, to determine if they are or are not interested and able to deliver projects that will
contribute positively to Pedley Town Center.

Action: Following adoption of the PTCP, the City will
meet with developers, property owners, and investors
with active interests in constructing new projects
in Pedley. Through building industry associations
(ULI, BIA, ICSC, etc), the City will actively market the vision for Pedley Town Center and invite interested
parties to meet with City staff to discuss potential
development opportunities.

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3.4 INFRASTRUCTURE FINANCING STRATEGIES
A. INTRODUCTION
Significant reinvestment in Pedley’s infrastructure will be required to transform the old County standard roadways to comfortable Town Center streets, lanes, paseos, and trails. Recommended actions and ongoing activities are listed below, along with recommendations for district management entities and financing tools. While some significant portion of the funds required for this retrofit may come from developer fees, exactions and other contributions, the design of the Town Center street network and public realm must be led by and coordinated by the City, and much of the cost of these overdue improvements will need to be financed by the City. This Section identifies a variety of infrastructure financing and implementation strategies that the City may pursue for the Pedley Town Center.

B. POTENTIAL FUNDING SOURCES
The potential district management entities above each offer potential revenue streams for funding the required high levels of public realm maintenance. But the capital costs of upgrading existing infrastructure to town center standards will require a well-organized effort by the City to secure the necessary financial resources.

Potential funding sources will vary from improvement to improvement. Major transportation improvements—such as improvements to Limonite Avenue or the Metrolink Station and station area– may be eligible for large State or Federal transportation improvement grant funding. Some street, trail and other connectivity improvements may be constructed by private developers as part of a new development project. And some new parking facilities may be constructed through public/private partnerships. A variety of potential funding sources are listed below and on the following spread, based on their relevance to the priorities of the Pedley Town Center Plan. The City is encouraged to research and seek out additional grants and funding sources as well.

Action: Immediately following adoption of this Pedley Town Center Plan, the City will begin to identify funding sources and mechanisms to support the phased construction of public improvements in the Pedley Town Center - as well as other priority Centers and Corridors, to be identified in the parallel Citywide Corridors Plan or Trails Master Plan (See Sections 3.2.B & 3.2.C).
+ Enhanced Infrastructure Finance District: After the State rescinded the laws enabling cities to establish Redevelopment Project Areas, it created a somewhat similar but less powerful “Tax Increment Financing” mechanism called the Enhance Infrastructure Finance District (EIFD). These districts enable the City to create a special account into which property tax increases for a specified area of town—in comparison to a “base year” property tax amount—are deposited and accrue over time. Those funds may be used to fund infrastructure improvements within the defined district area. And, like redevelopment before, the city may project such increased tax revenues into he future and my incur bonded indebtedness in the early years to enable the construction of enhanced infrastructure, with the expectation that those infrastructure improvements will help to attract private reinvestment in the district, which in turn will further enhance property values and future property tax revenues. The logic is the same as the old redevelopment process, but property taxes that may be so sequestered in the EIFD are limited to the city’s share and not included the portions assigned to the County or special districts.
+ Infrastructure Grant and Low-Cost Loan Funding: There are currently very significant amounts of money that have been allocated by Congress to update America’s aging infrastructure. Many Federal and State programs prioritize the allocation of those funds for projects that support active transportation and public transit, as viable alternatives to automobile-only transportation.

Notes:
[1] Community Project Funding requests may be made to the office of Congressman Takano at:
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+ Rail Transit Grant Funding: There are a number of grant and loan programs intended to fund planning and regulatory reform, and for the planning, design and construction of rail and station and street improvements to optimize and encourage use of public transit and active transportation connectivity within station areas. + CalTrans Sustainable Transportation Planning Grants: CalTrans provides annual funding grants to communities for transportation-related improvement projects that help provide a safe, reliable and equitable transportation networks and that contribute to the State’s ambitious greenhouse gas (GHG) emissions and vehicle miles traveled (VMT) reduction goals. + Complete Streets Grants: There are numerous grant programs to fund the design and construction of improvements that rebalance existing auto-priorty or auto-only street networks to provide safe, comfortable and efficient routes for pedestrians and cyclists, and equestrians as well. + Transformative Climate Communities (TCC) Program. The Transformative Climate Communities Program is a State-led (California Strategic Growth Council) initiative which funds community-led development and infrastructure projects that achieve major environmental, health, and economic benefits in California’s most disadvantaged communities, funded through the State General Fund and “cap-and-trade dollars” gathered from private development.

Projects eligible for TCC grants vary widely, including transit stations and facilities, bicycle and pedestrian facilities, urban greening / green infrastructure, affordable and sustainable housing development, among others, many of which align with the vision, goals and intended outcomes of this Pedley Town Center Plan. + Affordable Housing and Sustainable Communities (AHSC) Program. The Affordable Housing Communities Program is an annually grant opportunity that provides project- or program-specific funds to support infill and compact development that reduces greenhouse gas (“GHG”) emissions by encouraging active transportation and transit usage. The program targets Disadvantaged Communities, Low-Income Communities, and Low-Income Households and aims to increase the accessibility of affordable housing, employment centers, and key destinations via low-carbon transportation resulting in fewer vehicle miles traveled (VMT) through shortened or reduced vehicle trip length or mode shift to transit, bicycling or walking - all of which are key priorities of this Pedley Town Center Plan.

The program identifies three “Project Area Types” which are available for funding, two of which are applicable to Jurupa Valley and the Pedley Area including:
• Transit Oriented Development (TOD) Project Areas. Provides funding for certain types of housing development within 1/2 mile of a “high-quality transit station” - of which Pedley Station (See Section 2.4.1) could certainly qualify;
• Integrated Connectivity Project (ICP) Project Areas. Provides funding for certain types of housing development within 1/2 mile of a “qualifying transit stop”; AHSC Grant Application / Developer RFP: Because AHSC grants are focused on the development of new housing, the most likely scenario would be for the City to submit a joint-application with a housing developer. To ensure that the city’s and developer’s interests are aligned, it is recommended that the city identify specific sites within the Plan Area where such housing is desired, and release a “Developer Request for Proposals (RFP)” to develop one or more catalytic projects based on the goals, vision and intended outcomes described in this Pedley Town Center Plan.

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B. POTENTIAL FUNDING SOURES (Continued)
Notes:
[1] Community Project Funding requests may be made to the office of Congressman Takano at:
https://takano.house.gov/community-project-funding-requests [2] REAP 2.0 is a State-Led Program through the California Department of Housing and Development that provides a $600 million investment to advance implementation of adopted regional plans by funding planning and development activities that accelerate infill housing and reductions in per capita VMT. For more information visit:
https://www.hcd.ca.gov/grants-and-funding/programs-active/regional-early-action-planning-grants-of-2021 + Congressional Community Project Funding Requests:

Each year, US Congress issues funding for purchasing,
constructing, or improving a range of essential
community facilities. Past projects selected for
funding range widely from water quality treatment, to
surveillance systems for preventing illegal dumping, to rail improvements for Metrolink transit - most relevant to the Pedley Area. To receive funding, a member of
US legislature must submit a formal request to their
respective Appropriations Committee; in this case, the
“
Transportation, Housing and Urban Development, and Transportation, Housing and Urban Development, and Related AgenciesRelated Agencies“ committee, and selected projects are funded and written into law each year as part of the annual appropriations process.

Jurupa Valley is part of the 39th Congress District,
represented by congressman Mark Takano, whose
office receives community project funding requests
annually1.

Community Project Funding requests are no longer
being received for Fiscal Year 2024, however, the City
could be in contact with Congressman Takano’s office
to determine potential eligibility and applicability of community improvement projects in the Pedley area -
particularly those related to the Pedley Station Area and potential Van Buren overcrossing for Fiscal Year 2025.
+ SCAG - Sustainable Communities Program (SCP) -
Civic Engagement, Equity & Environmental Justice
(CEEEJ):

The Southern California Association of Governments
(SCAG) distributes annual funding grants (through
REAP 2.0
2 funds) to support planning initiatives in
Southern California that further the goals of their SCP & CEEEJ programs - specifically those that support and
prioritize social and racial equity and support vulnerable “priority” populations.

Funding is available to local governments to
support a range of land use and transportation
planning activities, as well as housing supportive
infrastructure projects.

For more information, visit the SCP CEEEJ Program
Guidelines on the SCAG website (www.scag.ca.gov)
+ SCAG - Regional Utilities Support Housing RUSH:

Regional Utilities Supporting Housing (RUSH)
Pilot Program is focused on investments in utility
infrastructure planning and capital improvements
that will support jurisdictions in meeting the
housing production goals defined in the 6th cycle
RHNA, housing elements and REAP 2.0
2 Program
Objectives. Eligible applicants include cities,
counties, Tribal Governments and public agencies
with a role in housing production (within the SCAG
Region).

Of the $35 million that has been allocated to the
RUSH Program, up to $30 million will be allocated
to Capital Projects, with a maximum award of up
to $10 million per application, and with the goal
of funding at least three (3) projects in the SCAG
region. Up to $5 million will be allocated to the
Infrastructure Planning Projects, with maximum
awards between $800,000-$1 million, and with the
goal of funding at least six (6) projects in the SCAG
region.

The RUSH Pilot Program Call for Applications will
award funding for projects in any of the following
categories and meeting the definition of infill:
• Infrastructure Planning Projects: Plans,
programs and green infrastructure plans that
support increased utility capacity in areas
designated for residential development in
Housing Elements.
• Capital Projects: Projects that address current
and future utility restrictions in housing
development through upgrading infrastructure
for sewer, water, stormwater, and dry utilities
systems and enable continued infill housing.

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C. DEPLOY “TACTICAL” & LOW COST IMROVEMENT

STRATEGIES (TO RAPIDLY TEST & IMPLEMENT CONCEPTS)
Notes:
[1] Tactical Urbanists Guide to Materials and Design (Version 1.0) by StreetPlans is available at:
https://issuu.com/streetplanscollaborative/docs/tu-guide_to_materials_and_design_v1 “Tactical” Improvements are public realm improvements
that use short-term, low-cost and often citizen-led
interventions to test, catalyze, justify and incrementally scale toward long-term capital improvements and
investments. They often include minor adaptations or
retrofits to existing physical conditions; for example, the City could test specific street retrofits - such as adding protected bike facilities on Limonite Ave (Section

2.3.2.A); hosting a weekly farmers market on the City-
owned land and potential future site of the “Pedley
Town Green” (Section 2.4.1.C); or replacing parking on
one side of a neighborhood street with a dedicated
equestrian trail (Section 2.3.2.C)- tactically, using low cost, “temporary” materials, to gain community support
and modify user behavior prior to making significant
capital improvement investments.

Some cities also test short-term policy changes - such
as eliminating/reducing certain permitting fees and
other requirements (i.e. short-term “Parking Holidays”) in defined locations such as a Town Center to assist
feasibility and jumpstart the first one or two catalytic projects. Within the private realm, the City could
sponsor a citizen-led private frontage improvements
program, as also described in Section 2.3.2.C.

Incorporating a Tactical Improvement approach to Plan
Implementation could provide the City and community
with an effective tool for incrementally progressing
toward the robust and ambitious long-term vision
for the Pedley Town Center, in balance with the City’s
available (and limited) resources. Tactical Improvements can also include citizen-leadership and participation,
a great form of community engagement which can
also create and reinforce a strong sense of community
ownership of the place and environment being created.

While many resources on this popular approach to
Placemaking now exist, the Tactical Urbanists Guide to
Materials and Design (Version 1.0)
1 is a great handbook
and resource.

Example of tactical impementation / testing of a
protectected Class IV bike lane - using hay bales - on an arterial corridor in Oxnard, CA.

Example of tactical impementation of a protectected Class IV bike lanes and medians - using painted art and planters - in Fort Lauterdale, FL.

Example of citizen-led tactical crosswalk art
implementation.

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3.5 DISTRICT MANAGEMENT & MAINTENANCE
A. INTRODUCTION
A common attribute of any successful town center environment is that it is well maintained and managed.

This Section identifies key Town Center maintenance and management strategies and actions to ensure implementation and lasting success of the Pedley Town Center vision.

B. CITY STAFF TRAINING & DEVELOPMENT
As the City takes charge of implementing the Pedley Town Center Plan, it will in effect play the role of “Master Developer.” This will require that City staff play a very active role in updating the policy and regulatory documents and preparing infrastructure and public realm implementation documents described earlier in this Implementation chapter. It will also require that City staff and consulting professionals play an active role in evaluating each new development proposal and in effectively coordinating and phasing public improvements with new development.

This will require that the City have in-house and on-call consulting professionals—and partner organizations such as a Business Improvement District—with expertise in topics including: development design review; project management of mixed-use development; design and detailing of pedestrian-oriented street and public space networks; management of Park-Once districts; marketing and promotion of town center destinations; and recruitment of businesses, developers and investors.

Action: Upon adoption of this Town Center Plan, the City will evaluate and identify areas in which current City staff possess the necessary areas of expertise for successful implementation of the PTCP; areas in which current staff will benefit from further training and development; areas for which hiring new staff may be warranted; and areas in which retaining on-call consulting professionals may be a more effective approach.

Consulting professionals contributing to this consultation should include one or more of each of the following:
+ Equestrian Advisor with expertise in equestrian
infrastructure, networks, and safety.
+ Parking specialist with expertise in organizing and
managing park-once districts.
+ Town Architect / Urban Designer with expertise in the design and design review of walkable, mixed-use town
centers and neighborhoods.
+ Town center manager: likely a current executive
or managing director of a successful business
improvement district.
+ Economic development professional with
extensive experience in recruiting and managing
developers and investors who are expert in town
center infill development.
+ Transportation/mobility specialist in multi-
modal, pedestrian-priority mobility networks.

C. IDENTIFICATION & PROTECTION OF KEY SITES
While moving forward rapidly and purposefully is key to implementing a visionary Plan, it can be equally important to identify a certain key sites in strategic locations that should be prioritized for some specific type of development or use. Sites immediately adjacent to a major public facility such as the Metrolink station have unique potential to become a major nucleus of the Town Center, and others may have the potential to either provide, or to forever preclude, a key street or trail connection linking one portion of the Town Center to another. The City-controlled parcels across Pedley Road from the Metrolink station and the vacant parcel just south of the station are prime examples of the former. Many vacant parcels of land in the Town Center have the potential to provide (or potentially prevent) the future multi-modal connectivity on which the success of the Town Center depends.

Action: Upon adoption of this Town Center Plan, the City will identify uniquely located parcels of land and ensure that any new development provides appropriate multi-modal connectivity and contributes to the Town Center public realm. The City will engage owners of such properties to discuss the intentions of the Plan as related to the properties in question.

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D. TOWN CENTER MAINTENANCE & IMPROVEMENT ENTITY
To help establish and sustain the Pedley Town Center as an attractive and competitive local and regional destination, the City will provide or facilitate proactive, ongoing management, maintenance and infrastructure financing to ensure that the character, quality and operation of the Town Center public realm.

In new neighborhoods, maintenance and improvement of publicly accessible streets and open spaces is typically the responsibility of a private homeowners’ association. In shopping centers and business parks, much of the common area landscape and street and parking lot maintenance is the responsibility of each property owner or business association of landscape maintenance district. In a Town Center, the “public realm” is actually public, and the City must take the lead in maintaining and managing it as well as or better than shopping center owners maintain their parking lots and landscaping. There is no one single “right way” to maintain and manage a successful town center, but it is important that the maintenance of streets, landscaping, street furniture, lighting, public signage, and the management of a shared district parking supply (see Section 3.5.E) be centrally coordinated. Businesses, customers, visitors and residents will expect the town center to be clean, safe, attractive and convenient, and will simply go elsewhere if that is not the case. Potential entities for the Pedley Town Center include:
+ Community Facilities District (CFD): This is one potential mechanism for ensuring appropriate maintenance of the public realm, which in a Town Center is by far the most important “community facility.” A CFD can levy a special tax upon properties within the District, to pay for such on-going maintenance. In shopping centers and business parks, Common Area Maintenance (CAM) charges are typically charged to each business, to ensure that the parking lots and landscaping are well maintained, and in a Town Center a CFD would essentially do the same. + Business Improvement District (BID): Similar to a CFD, a BID can assess each business an annual charge for maintenance and operation of the district public realm. BIDs typically also take on responsibility for promoting and marketing the district, a function that also parallels what the owners of successful shopping centers do.

This can include advertising and marketing the district as a destination, recruiting new businesses and private development to the district, and organizing and promoting special events to help draw new customers and better serve existing customers and residents. Street fairs, farmers’ markets, youth sporting tournaments, trail rides, and holiday celebrations and parades are among the types of activities that a BID might organize. Fees to support these efforts could be assessed to district businesses, and/or to property owners (referred to as a “PBID”). + City-led Town Center Manager/Association. Because of the very limited number of businesses currently in the area’s envisioned as the Town Center “Core” (See Section 2.4.1) - the City may elect to take the lead in appointing a Town Center “Manager” or “Association”- either as a interim or permanent position(s) - to lead the near-term and ongoing programming, marketing, and management of the Pedley Town Center, with an initial focus on programming activity in the Town Center, through regularly occurring special events in partnership with local businesses, providers, and organizations (i.e. Farmers Markets, car shows, swap meats, rodeos and equestrian events, outdoor concerts, movie screenings, and theatre, etc.). + Equestrian / Trails Association. In addition to it’s human-scaled, pedestrian-oriented walkable framework, the Pedley Town Center is intended to be an equestrian-oriented Town Center, highly accessible via citywide trail network, and featuring a variety of equestrian amenities. To ensure high quality equestrian access, safety, amenities and activities in the Pedley Town Center, an Equestrian / Trails Association (or similar) is recommended - either as part of a Town Center Association, or as a standalone entity. This position/entity would oversee the ongoing maintenance, improvement, and expansion of equestrian amenities and activities within the Pedley Town Center.

Action: Within one year of adopting the PTCP, the City will initiate or support the establishment of one or more Pedley Town Center Management, Maintenance, and Improvement Entities. These entities will be responsible for programming and managing activities in the Town Center area. Once a significant level of new development or regularly occurring special events have been established in the Pedley Town Center, the City will create one or more business tax-increment financing districts. This strategy aims to sustain high levels of activity, programming, services, safety, and preserve the authentic character of the Town Center.

Regular City Council Meeting - May 1, 2025