5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:5
A freeway underpass with creative lighting and artwork.
A freeway overpass designed as a traditional bridge. Pedestrian circulation is separated from the roadway by columns and railings. • Highway Underpass Improvements. While public art has been introduced in the Eureka Street, Orange Street, and Sixth Street underpasses, additional improvements – especially better lighting – should be implemented to improve the experience of pedestrians and cyclists crossing through the underpasses.
Unimproved underpasses should be enhanced with public art and lighting and should be conceived as gateways.
• Downtown Rail Crossing. A pedestrian crossing of the railroad tracks at Third Street is provided, enabling direct and convenient pedestrian circulation between the future parking structure located north of the tracks, bus transfer areas north and/or south of the tracks, and the rest of Downtown. The width of the rightof-way between Shoppers Lane and Stuart Street – 54 feet – is the same as the rest of the Third Street right-of-way.
• New Sidewalks. Missing sidewalks along University Street and Redlands Boulevard, enabling safe and convenient access to the New York Street/Esri and University Street stations.
The above improvements provide a safe, inviting environment for pedestrians, facilitate walking, and – in areas such as Downtown – encourage people to park their cars one time and walk to multiple destinations.
FIGURE 5-2. FUTURE PEDESTRIAN FACILITY IMPROVEMENTS.
LEGEND
New Signalized Intersection
Midblock Crossing Improvement
Intersection Improvement Toolkit
Highway Underpass Improvement
Arrow Passenger Rail and Station
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
New York St.
Eureka St.
Orange St.
Sixth St.
Church St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave. Colton Ave.
Route 10
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
Redlands Regular Meeting of 10-18-22 453 of 1815
Transit Villages Specific Plan
Redlands, California
5:6
The existing terminus of the Orange Blossom Trail at Grove Street.
A Class II bike lane is separated from moving and parked cars by painted buffers.
The travel lanes that pass through the Eureka Street underpass do not provide much room for bicycle riders.
A dedicated Class I multi-use path accommodates cyclists and pedestrians.
5.4. BICYCLE IMPROVEMENTS
A. Existing Bicycle Facilities. As shown in Figure 5-3, the existing bicycle network outside the Plan Area – particularly to the south – is relatively well developed. However, bicycle facilities within the Plan Area are noticeably deficient:
• Incomplete Bicycle Facilities. Aside from the western segment of the Orange Blossom Trail, there are no existing bicycle facilities within the New York Street Transit Village. Within the Downtown Station Area, east/west facilities exist along Colton Avenue and Citrus Avenue, however, these facilities are located at the outer edges of the Plan Area and do not provide access to the Downtown Station. The only bicycle facilities within the University Street Station Area are bike lanes along Citrus Avenue and the eastern terminus of the Orange Blossom Trail at Grove Street. Like the other two station areas, there are no bicycle facilities providing access to the University Street Station.
• Unfinished Orange Blossom Trail. The Orange Blossom Trail, a Class 1 facility, has been built at the western and eastern edges of the Plan Area, however, the connection through Downtown has yet to be built.
• Narrow Freeway Underpass Roadways. Some of the freeway underpasses, such as the Eureka Street underpass, have narrow roadways, resulting in a hostile environment for cyclists.
B. Bicycle Facility Improvements. The completion of the Orange Blossom Trail and the introduction of bicycle facilities within the Plan Area will greatly improve access to the stations and other destinations, such as Downtown, the Redlands Bowl, Esri, the University of Redlands, and schools and parks within and adjacent to the Plan Area. Figure 5-3 shows the recommended bicycle network with the following facilities:
• Class I Trails. Class I trails are off-street facilities located in a separate right-of-way from the roadway and for the exclusive use of bicycles and pedestrians. The Orange Blossom Trail is a Class I facility. The Orange Blossom Trail is extended westward from Grove Street in the University Village to 9th Street in the Downtown Station Area. Connection to the existing Class I portion of the Trail west of Texas Street is provided via a Class II bike land along Redlands Boulevard.
• Class II Lanes. Class II lanes are on-street facilities dedicated to bicycles and identified with lane striping and pole signs. Class II facilities may be further separated from vehicular lanes and or parking lanes by buffers indicated with angled striping. At intersections, vehicles may encroach into the bike lanes to make right turns. New Class II facilities are introduced within the Plan Area along Colton Avenue between Orange Street and Redlands Boulevard; Redlands Boulevard; Tennessee Street; Texas Street; Center Street; Eureak Street; Sixth Street; University Street; Grove Street; and State Street west of Eureka Street.
New bike lanes along Sixth Street, Colton Avenue, Redlands Boulevard, and University Street are built in the short term. • Class III Routes. Class III facilities are on-street bike routes shared with motorists. They lack striping, are identified with pole signs, and often, in the form of a sharrow, are indicated with a stenciled logo of a cyclist painted on the pavement. Class III lanes also include bike boulevards, which are Class III facilities that pass through neighborhoods on local residential streets. Class III routes are introduced within the Plan Area along New York Street and Church Street.
5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:7
A Class III bike boulevard passes through a residential neigborhood.
A Class II bike lane passes through a neighborhood-serving commercial district.
Consistent with the General Plan and the 2015 Bicycle Master Plan, this Specific Plan recommends comfortable bike facilities that encourage use by a broad range of riders, not just seasoned cyclists.
These include:
• Bike facilities along Sixth Street and Eureka Street, which are lower volume corridors, have less complicated freeway onand off-ramp configurations, and accordingly provide a more comfortable environment for cyclists.
• Lower traffic streets within the Plan Area’s residential neighborhoods not designated as “official” bicycle facilities, but due to lower traffic volumes and lower vehicular speeds provide safe, comfortable environment for cyclists of all ages and abilities.
Please refer to Section 5.6 (Street Types) for cross sections of each street.
FIGURE 5-3. FUTURE BICYCLE NETWORK IMPROVEMENTS.
LEGEND
Existing Shared-Use Path
Existing Bicycle Lane
Existing Bicycle Route
Future Shared-Use Path
Future Bicycle Lane
Future Bicycle Route
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Arrow Passenger Rail and Station
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
New York St.
Eureka St.
Orange St. Orange St.
Church St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave.
Colton Ave.
Route 10
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
Sixth St.
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Transit Villages Specific Plan
Redlands, California
5:8
Bicycle parking in area between curb and sidewalk pedestrian-way.
Long-term bicycle parking A parking space converted to bicycle parking.
A do-it-yourself bicycle repair stand located in the public right-of-way.
C. Bicycle Amenities. Providing the same level of access, security, and amenity typically given to cars will encourage bicycle use by future residents, workers, transit riders using bicycles as a first/last mile solution, and visitors. Key amenities include Bicycle parking, bike repair facilities, and on-site changing facilities.
1. Bicycle Parking. The provision of abundant and well placed bicycle racks within the Plan Area will encourage residents, workers, and visitors to use their bicycles to get to and from the rail stations and to the Plan Area’s various destinations.
a. Short-term parking. Bike racks should be provided as follows:
i. Bicycle racks parking should be provided in the various parks and open spaces shown in Figure 4-1 (Public Realm Plan).
ii. Bicycle racks may be provided along key retail streets in corner or mid-block bulb-outs (if provided) or within the area between the curb and the sidewalk pedestrian-way.
iii. As the Plan Area intensifies over time and bicycle use increases, parking can also be accommodated on the street by converting a vehicular parking space into an area for bicycle parking. The on-street space sacrificed for bicycle parking is compensated for by the reduced parking demand due to the use of transportation modes other than cars. b. Long-term parking. Long-term bicycle parking should also be provided at the Downtown station to encourage rail
commuters who live within the Plan Area and nearby residential neighborhoods to ride their bikes to the station and leave them there for the day. Covered or sheltered bicycle parking should also be provided in residential and office buildings. Long-term bicycle parking should be accessible 24 hours a day, be identified by clear signage, have convenient access to and from surrounding streets, and be safe and secure.
2. Bike Repair Facilities. Do-it-yourself bicycle repair stands provide essential support amenities for cyclists, including tire gauges, air pumps, wrenches, and other tools for minor repairs. A bicycle repair stand can fit in a small space in a parking garage or on the ground floor of a building. While not a required component of this Specific Plan, do-it-yourself bicycle repair facilities are a minimal investment that help keep bicycles in circulation and reduce automobile parking demand.
3. On-Site Changing Facilities for Bicyclists. Providing facilities within office and institutional buildings for employees to shower and change into fresh clothes is an effective way of incentivizing employees to ride bikes to work, rather than drive their cars. Simple secure facilities are an easy addition to on-site bathrooms.
5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:9
Omnitrans bus on Orange Street.
Bus canopies at the Reldands Mall. Canopies provide shelter for passengers, but there are no layover facilities for bus drivers.
5.5. TRANSIT NETWORK
A. Existing Transit Facilities. Redlands is served by Omnitrans, the primary transit operator in San Bernardino County. Currently, four routes provide service to the Plan Area, as shown in Figure 5-4:
• Route 8, which provides service between to San Bernardino and Crafton Hills College. It travels through the center and western half of the Plan Area via Orange Street, Redlands Boulevard, and State Street. Route 8 directly serves the Esri campus along State Street, Downtown at the Redlands Mall, and passes approximately 0.8 miles north of the University Street Station along Lugonia Avenue. Route 8 provides a short route, running every 30 minutes between the San Bernardino Transit Center and the Redlands Mall and a long route which continues east every 60 minutes to Crafton Hills College.
• Route 15 provides service between Fontana and Downtown Redlands, travelling along Orange Street, Redlands Boulevard, and Eureka Street. Route 15 terminates in Downtown Redlands at the Redlands Mall.
• Route 19 provides service between Fontana, the San Bernardino Transit Center, and Yucaipa. Route 19 serves Downtown
Redlands, including a stop at the Redlands Mall, and passes about a quarter mile south of the University Station along Citrus Avenue.
Omnitrans anticipates a system-wide study will be necessary to identify long terms solutions to serve the region once Arrow passenger rail service begins operation.
LEGEND
Omnitrans Route 8
Omnitrans Route 15
Omnitrans Route 19
Arrow Passenger Rail and Station
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
New York St.
Eureka St.
Orange St.
Church St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave. Colton Ave.
Route 10
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
FIGURE 5-4. EXISTING BUS CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:10
8 View of the Omnitrans Route 8 bus stop on State Street in front of Esri.
View of the Omnitrans Route 8 bus stop on Redlands Boulevard just east of Texas Street.
B. Transit Facility Improvements. With the arrival of Arrow Passenger Rail to Redlands, the following transit facility improvements are recommended:
1. New York Street/Esri Station. Since Omnitrans will be focusing bus transfers at the Downtown Station, no adjustments to Route 8 as it passes through the New York Street/Esri Station Area are recommended. The closest bus stops to the New York Street/ Esri Station, both located within approximately a quarter mile of the station, are lcoated at the intersection of Texas Street and Redlands Boulevard and along State Street in front of Esri.
5.5. TRANSIT NETWORK (CONTINUED)
State Street
Eureka Street
Interstate 10
LEGEND
Arrow Passenger Rail and Station
Existing Omnitrans Route 8
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
FIGURE 5-5. EXISTING BUS CIRCULATION - NEW YORK STREET/ESRI STATION AREA Texas Street
State Street
Tennessee Street
New York Street
Park Avenue
Colton Avenue
Alabama Street
Colton Avenue
5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:11
2. Downtown. All four bus routes currently converge in Downtown along Redlands Boulevard in front of the Redlands Mall approximately one block south of the future Downtown rail station (see Figure 5-6).
Since Redlands is the terminus of Route 15 and the short route of Route 8, the ability for bus drivers to layover at the route’s terminus should be considered. To provide direct access to the Downtown Station, select bus routes should be rerouted to provide convenient transfers between buses and rail. Following are two alternatives for rerouting buses within the Downtown: one along Stuart Avenue and a second along a combination of Stuart Avenue and Redlands Boulevard.
a. Alternative 1: Bus Circulation Along Stuart Avenue. Alternative 1 redirects routes 8, 15, and 19 along Stuart Avenue (see Figure 5-7).
Buses could be routed in either direction since existing stoplights on both Eureka Street and Orange Street enable any necessary left turns, although locating bus stops along the south side of Stuart Avenue would ensure riders do not have to cross Stuart Avenue to get to the train station. To facilitate the flow of vehicular traffic during bus stops and/or layovers, either a bus pullout should be considered or curb space should be designated and clearly identified for buses. Consideration should also be given to dedicate curb space for the pick-up and drop-off needs of Transit Network Companies (such as Uber and Lyft).
b. Alternative 2: Bus Circulation Along Stuart Avenue and Redlands Boulevard. Alternative 2 redirects route 15 to the north of the station, along Stuart Avenue (see Figure 5-8). Route 8, which currently passes by the Downtown Station along Orange Street, retains its current routing. In order to avoid increasing run times, the routing of Route 19 along Redlands Boulevard is also retained, with pedestrian access via Third Street (approximately 800 feet from the Station a 1,000 ft. from Route 15 bus stop on Stuart Avenue). Like Alternative 1, either a bus pullout should be considered or curb space should be designated and clearly identified for buses. Consideration should also be given to dedicate curb space for Transit Network Companies. Additionally, a new signal would be required at the intersection of Shoppers Lane/Orange Street to facilitate traffic flow.
c. Alternative 3: Bus Circulation Along Stuart Avenue and Redlands Boulevard. Alternative 3 redirects Route 15 along Shoppers Lane and down Third Street to Redlands Boulevard (see Figure 5-9).
Redlands Boulevard
Stuart Avenue
Eureka Street
Third Street
Shoppers Lane
Orange Street
Redlands Boulevard
Stuart Avenue
Third Street
Shoppers Lane
Orange Street
FIGURE 5-7. ALTERNATIVE 1: BUS CIRCULATION ALONG STUART AVENUE FIGURE 5-9. ALTERNATIVE 3: BUS CIRCULATION ALONG SHOPPERS LANE LEGEND
Arrow Passenger Rail
Future Metrolink Platform
Future Arrow Platform
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Boulevard
Stuart Avenue
Eureka Street
Third Street
Shoppers Lane
Orange Street
FIGURE 5-6. EXISTING DOWNTOWN BUS CIRCULATION
Redlands Boulevard
Stuart Avenue
Eureka Street
Third Street
Shoppers Lane
Orange Street
FIGURE 5-8. ALTERNATIVE 2: BUS CIRCULATION ALONG STUART/REDLANDS Omnitrans Route 8
Omnitrans Route 15
Omnitrans Route 19
Existing Traffic Signal
Future Traffic Signal
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Transit Villages Specific Plan
Redlands, California
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Like Alternative 1, either a bus pullout should be considered or curb space should be designated and clearly identified for buses.
Consideration should also be given to dedicated curb space for Transit Network Companies. Additionally, a new signal would be required at the intersection of Shoppers Lane/Orange Street to facilitate traffic flow.
3. University Village. As of the writing of this Specific Plan (2019), Omnitrans is focusing bus transfer service to the Arrow Passenger Rail at the Downtown Station. However, as the University Village begins to develop, consideration should be given to providing direct bus transit service to the Village. Potential solutions, as shown in Figure 5-10, may include:
• Route 19. Modifying the current route so it runs up University Street to Central Avenue, along Central Avenue to Grove Street, and then back down to its original route. A bus stop along Central Avenue would provide access to most future development, and would only be about a five-minute walk to the center of campus. Additionally, the modified route would result only in a quarter mile detour, adding only about three minutes to the existing run time.
• New Route. Consider installing bus docks along University Street near Park Avenue adjacent to the University Village train station.
This could be accomplished by rerouting an existing bus line or introducing a new one.
19 19
NEWUniversity Street
Citrus Avenue
Grove Street
Cook Street
Cypress Avenue
Central Avenue
Church Street
Interstate 10
LEGEND
Arrow Passenger Rail and Station
Existing Route 19
Future Route 19
Specific Plan Boundary New University Street Route
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
FIGURE 5-10. EXISTING AND FUTURE BUS CIRCULATION - UNIVERSITY STREET STATION AREA Jusdson Street
Colton Avenue
Park Avenue
High Avenue
Division Street
Central Avenue
Palm Avenue
5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
5:13
State Street east of Orange Street.
Redlands Boulevard in front of Redlands Mall. University Street looking north.
New York Street looking north towards station site.
5.6. STREET TYPES
A. Existing Conditions
1. New York Street/Esri. Currently, streets within the New York Street/Esri Station Area are generally car-oriented. Sidewalks within the New York Village area are generally located next to the curb and lack street trees, although trees are sometimes planted in front yards of adjacent properties. There are several locations where continuous planters are provided between the curb and the sidewalk (along Tennessee Street and portions of Colton Avenue and State Street), providing separation between pedestrians and passing automobiles, although street trees are either absent or are palm trees, which do not provide shade or generate a sense of enclosure to the street.
2. Downtown. Blocks located east of Orange Street, including within Downtown, are small and conducive to walking, while those located west of Orange Street are larger. State Street, lined with buildings that face and are accessed from the sidewalk and shaded by stately ficus trees, is Redlands’ prime pedestrian-friendly street.
Surrounding streets within the historic Downtown are fronted with street-facing and sidewalk-accessed buildings, but could be improved with street trees. Sidewalks within the rest of the Downtown Village are typically 8 feet wide and located adjacent to the curb, making it a challenge to introduce trees). Consideration on these streets should be given to planting trees in the parking lane between parking spaces.
Streetscape improvements, including lighting and street trees, have recently been introduced along Orange Street, Sixth Street, and Eureka Street.
3. University Street. Blocks within the University Street Station Area, especially near the future station site, are large. Freeway access is via University Street and Cypress Avenue. Church Street, University Street, and Citrus Street pass beneath the freeway and, like the other freeway underpasses, are pedestrian and bicycle unfriendly. Many streets within the Village, particularly those surrounding the station area, are missing sidewalks. Sidewalks within the surrounding residential neighborhoods tend to be separated from the curb by continuous planters planted with trees.
Substantial portions of each Station Area are megablocks. As these blocks and parcels develop, new tree-lined streets need to be introduced to generate a street and block structure that accommodates pedestrians, cyclists, and motorists.
B. Street Types. This Transit Villages Specific Plan provides a wide palette of street types, including modifications to existing arterial and collectors streets within the Plan Area, as well as designs for new streets to be introduced within the Plan Area. Design standards, as indicated in Figure 5-11 (New York Street/Esri), Figure 5-12 (Downtown), Figure 5-13 (University Street), and in the associated cross sections are illustrated on the following pages. These standards show the intent of creating pedestrianfriendly, multi-modal streets that are generally consistent with the General Plan and subject to the following:
1. Street cross sections shown in this Section 5.6 are
conceptual, and may be adjusted to accommodate
alternative on-street parking configurations or to conform to unforeseen circumstances that are encountered during their implementation or construction design, subject to review by the Municipal Utilities and Engineering Director and/or the Director of Development Services.
2. New streets, as shown in Figure 5-11 (New York Street/Esri), Figure 5-12 (Downtown), and Figure 5-13 (University Street) are conceptual street locations. The location of actual new streets may vary, provided they meet the street and block standards of Section 4.13 (Block Design Standards) of the Development Code.
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Transit Villages Specific Plan
Redlands, California
5:14
N3
N4
N5
N5 N2
N4
N1
N4
N1
5.6. STREET TYPES (CONTINUED)
Interstate 10
W Redlands Boulevard
Stuart Avenue
Tennessee Street
Kansas Street
Brookside Avenue
N Center Street
Alabama Street
New York Street New York Street New York Street
Texas Street
W Colton Avenue W Colton Avenue
W Park Avenue
W State Street
Orange Avenue Pine Avenue
W Brockton Avenue
FIGURE 5-11. FUTURE STREET TYPES - NEW YORK STREET/ESRI STATION AREA
5. TRANSPORTATION AND CIRCULATION
LEGEND
Specific Plan Boundary
1/4 mile Pedestrian Shed (5-minute Walk)
1/2 mile Pedestrian Shed (10-minute Walk)
Arrow Passenger Rail and Station
Redlands Blvd.
N2 New York St.: South of I-10
New York St.: Under I-10
Texas St., Tennessee Street, and Colton Ave.
N5 Potential New Street
N1 N4
N3
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Transit Villages Specific Plan
Redlands, California
5:15
N1 Redlands Boulevard
d
e
a
b
c
f f
g
h
Future
Reduced Median and Introduce Class II Bike Lanes and In-Street Planters(at Mid-Block)
Existing
(at Intersections with dedicated left turn lanes)
LEGEND
Curb extensions (optional)
Crosswalk
In-street tree planter
8’ ft. wide median
Striping delineating 10
foot wide lane
Bike lane
Parallel Parking
Red striping at right utrn
(where occurs)
a
b
c
d
g
f
e
g
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Transit Villages Specific Plan
Redlands, California
5:16
N5 Potential New Street
N2 New York Street South of I-10 Freeway N3 New York Street Under I-10 Freeway Existing Existing
Texas Street, Tennessee Street, and
Colton Avenue between Texas Street and Tennessee Street N4
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
Future
Road Diet with Buffered Class II Bike Lanes
Existing
Future
Introduce Class II Bike Lanes and Parallel Parking
Existing Existing
Future
Introduce Class II Bike Lanes and In-Street Planters
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Transit Villages Specific Plan
Redlands, California
5:17
Terrace Park
D9
D13
D11
D3
D12
D1
D6
D5
D7
D4
D8
D10
W Citrus Avenue E Citrus Avenue
Olive Avenue
Brookside Avenue
E Fern Avenue
Orange Street
Eureka Street
Eureka Street
N Center Street
6th Street
3rd Street
Lawton Street
Calhoun Street
Columbia Street
Webster Street
Ohio Street
Clay Street
Washington Street
Alta Street
6th Street
Herald Street
Church Street
Texas Street
Cajon Street
W Colton Avenue
Interstate 10
E Colton Avenue
E Sun Avenue
E Brockton Avenue W Brockton Avenue
W Lugonia Avenue E Lugonia Avenue
W Western Avenue
W Sun Avenue
W Union Avenue
W Redlands Boulevard
E Redlands Boulevard
E State Street
Stuart Avenue
Shoppers Lane
W State Street
FIGURE 5-12. FUTURE STREET TYPES - DOWNTOWN STREET STATION AREA Sixth Street
Seventh Street
D1
D14
D8
LEGEND
Specific Plan Boundary
1/4 mile Pedestrian Shed
1/2 mile Pedestrian Shed
Arrow Passenger Rail and
Station
D9
State St. D11
Orange St.: South of Stuart Ave.
Redlands Blvd.
Colton Ave.: Texas St. to Orange St.
Orange St.: North of Sun Ave.
Third St.: South of Shoppers Ln.
Shoppers Ln.
Stuart Ave.
Citrus Ave.: Cajon St. to Eureka St.
Eureka St.: South of Redlands Blvd.
Eureka St.: North of Redlands Blvd.
Sixth St.: North of Tracks
Sixth St.: South of Tracks
Potential New Street
D7
D8
D2
D5
D6
D3
D4
D12
D13
D14
D10
D1
D2
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Transit Villages Specific Plan
Redlands, California
5:18
Future (Orange Street to Seventh Street;Eureka Street to Orange Street) Two-Way
Existing (Orange Street to Seventh Street)
One-Way
State Street at Orange Street
Future
D2A Orange Street South (Stuart Ave. to Redlands Blvd.) Redlands Mall
Site
Redlands Mall
Site
D1 State Street East of Orange Street
Orange Street
States Street
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
Existing
Future
Road Diet with Median and Bike Lanes
LEGEND
Crosswalk
In-street tree planter
2-way lane configuration
Angled Parking
a
b d
c
a
a
b
b
d
d
c
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Transit Villages Specific Plan
Redlands, California
5:19
Future
Road Diet with Median and Bike Lanes
D2B
Future
Road Diet with Median and Bike Lanes
D2C
Orange Street at State Street
Future
Orange Street (Redlands Blvd. to State St.)
Orange Street (Redlands Blvd. to State St.)
Existing
Existing
LEGEND
Crosswalk
In-street tree planter
8’ ft. wide median
Striping delineating
10 foot wide lane
Bike lane
Bike lane + buffer
Parallel Parking
Red striping at right turn
(as needed)
a
b
c
d
g
f
e
a
d
b
c
g
h
e e
h
e f
a
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Transit Villages Specific Plan
Redlands, California
5:20
D3 Redlands Boulevard in Downtown Station Area
5. TRANSPORTATION AND CIRCULATION
Future
Reduced Median and Introduce Class II Bike Lanes and In-Street Planters(at Mid-Block)
(at Intersections with dedicated left turn lanes)
Existing
LEGEND
Curb extensions (optional)
Crosswalk
In-street tree planter
8’ ft. wide median
Striping delineating 10
foot wide lane
Bike lane
Parallel Parking
Red striping at right utrn (where
occurs)
Bus loading zone (where
occurs): no in-street planter
or parallel parking when if bus
loading zone present
a
b
c
d
e
g
h
i
d
e
a
b
c
f f
g
i
h
f
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Transit Villages Specific Plan
Redlands, California
5:21
D4A Colton Avenue between Texas Street and Orange Street Future
Re-Stripe
D4B Colton Avenue at Calhoun Street
Future
Re-Stripe
Existing
Existing
INTRODUCE PARKING STRIPE MARKINGS
INTRODUCE PARKING STRIPE MARKINGS
Calhoun Street
Colton Avenue
Columbia Street
LEGEND
Crosswalk
Bike lane
Parallel Parking
Back-in Angled Parking
a
b d
c
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Transit Villages Specific Plan
Redlands, California
5:22
D6 Third Street South of Shoppers Lane
Future
Re-Stripe
Existing
D8 Stuart Avenue
D5 Orange Street North of Sun Avenue
D7 Shoppers Lane
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
Existing
Future
Re-Stripe
INTRODUCE PARKING STRIPE MARKINGS
Future
Re-Stripe
Existing
INTRODUCE PARKING STRIPE MARKINGS
Existing
Future*
Re-Stripe
* Orange Street is State Highway 38 and is under Caltrans jurisdiction.
Reallocation of right of way will require collaboration with Caltrans.
INTRODUCE PARKING STRIPE MARKINGS INTRODUCE PARKING STRIPE MARKINGS
INTRODUCE PARKING STRIPE MARKINGS
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Redlands, California
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D12 Sixth Street North of Railroad Tracks
D10 Eureka Street South of Redlands Boulevard
D11
D9 Citrus Avenue between Cajon Street and Eureka Street Existing
Future Alternative 1
Road Diet
Existing
Future
Road Diet with Bike Lanes (if no Orange Street Road Diet) Existing
Eureka Street North of Redlands Boulevard
Future
Road Diet with Bike Lanes (if no Orange Street Road Diet) Existing
Future
Road Diet with Bike Lanes (if no Orange Street Road Diet) Redlands Regular Meeting of 10-18-22 471 of 1815
Transit Villages Specific Plan
Redlands, California
5:24
D13
D14 Potential New Street
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
Existing
Sixth Street South of Railroad Tracks
Future
Road Diet with Bike Lanes (if no Orange Street Road Diet) Redlands Regular Meeting of 10-18-22 472 of 1815
Transit Villages Specific Plan
Redlands, California
5:25
Sylvan Park
Terrace Park
U01
Interstate 10
E Citrus Avenue
E Cypress Avenue
E Palm Avenue
E Central Avenue
E Park Avenue
N Grove Street
Church Street
Judson Street
Cook Street
E Colton Avenue
E Lugonia Avenue
Sylvan Boulevard
U1
U2
U3
U4
U5
U6
U7
U8
E Redlands Boulevard
U02
U03
U04
U09 U05
U09
U08
U08
U08
U08
U10
U10
U9
U10
LEGEND
Specific Plan Boundary
1/4 mile Pedestrian Shed
1/2 mile Pedestrian Shed
Arrow Passenger Rail and
Station
University St. North of Sylvan Blvd.
University St.: Park Ave. to Sylvan Blvd.
University St.: Central Ave. to Park Ave.
University St.: I-10 to Central Ave.
Cook St.
Sylvan Blvd.
Central Ave.; Rambla South;
Station St.
New Residential Street
Rambla
Park Ave.
Potential Cypress Ave.
Roundabout
U06
U07
U07
U07
U1
Interstate 10
E Citrus Avenue
E Cypress Avenue
E Palm Avenue
E Central Avenue
E Park Avenue
N Grove Street
Church Street
Judson Street
Cook Street
E Colton Avenue
E Lugonia Avenue
Sylvan Boulevard
E Redlands Boulevard
U2
U3
U4
U9 U5
U9
U8
U8
U8
U8
U10
U10
U6
U7
U7
U7
FIGURE 5-13 FUTURE STREET TYPES - UNIVERSITY STREET STATION AREA Redlands Regular Meeting of 10-18-22 473 of 1815
Transit Villages Specific Plan
Redlands, California
5:26
U1 University Street North of Sylvan Boulevard U2 University Street between Park Avenue and Sylvan Boulevard Existing Existing
Future
Introduce Median
Future
Introduce Median
Future
Road Diet and Introduce Median
Future
Road Diet and Introduce Median
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
U3 University Street between Central Avenue and Park Avenue U4 University Street between I-10 and Central Avenue Existing Existing
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Transit Villages Specific Plan
Redlands, California
5:27
U5 Cook Street U6 Sylvan Boulevard
Existing
Future
Existing
Future
U7 Central Avenue, Rambla South, Station Street U8 New Residential Street Existing
Future
Redlands Regular Meeting of 10-18-22 475 of 1815
Transit Villages Specific Plan
Redlands, California
5:28
U10 Park Avenue
Existing
Future
U9 New Street: Rambla
5.6. STREET TYPES (CONTINUED)
5. TRANSPORTATION AND CIRCULATION
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Transit Villages Specific Plan
Redlands, California
6:1
6.0. INTRODUCTION
This Chapter outlines the Transit Villages Specific Plan strategy for accommodating and managing public parking within each of the three station areas.
Public parking amenities include on-street parking, off-street City owned parking lots and structures, and privately owned off-street lots and structures that provide publicly accessible parking spaces. Requirements for parking on private property are located in Chapter 4 (Development Code). This Chapter suggest parking improvements to ensure enough parking is provided for Redlands Passenger Rail commuters and Downtown visitors and also provides parking management methods and strategies to ensure enough parking supply is available and that parking does not spill over into adjacent residential neighborhoods.
This Parking Chapter is comprised of the following sections:
6.1. Parking Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6:2
6.2. Parking Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6:3
6.3. Downtown Parking Strategy and Improvements . . . . . . . . . . 6:4
6.4. New York Street/esri Station Area Parking
Strategy and Improvements . . . . . . . . . . . . . . . . . . . . . . . . . 6:10
6.5. University Village Parking Improvements .. . . . . . . . . . . . . 6:12 Directional Sign View of City-owned Orange Street Parking lot.
View of City-owned Citrus Avenue parking garage.
CHAPTER 6: PARKING
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Transit Villages Specific Plan
Redlands, California
6:2
6. PARKING
6.1. PARKING OBJECTIVES
Sufficient parking is essential for the success of thriving downtowns and mixed-use centers. However, too much parking, especially surface parking lots located next to the sidewalk, can be detrimental to these settings, creating an unattractive street character and unpleasant pedestrian environment. The goal is to find just the right balance, using parking spaces efficiently in order to ensure customers can always find a nearby space easily and conveniently and that they do not park in nearby neighborhoods. Strategies and methods for achieving this include:
A. On-street parking in front of stores, restaurants, entertainment venues, and residences. Convenient on-street parking is critical for the success of stores and restaurants by enabling patrons to park in front of stores and quickly run an errand or two or grab a cup of coffee. On residential streets it enables visitors to park right in front of residences. On-street parking also provides a barrier between vehicles on the street and pedestrians on the sidewalk. It can be provided in a number of configurations, including parallel, angled, and reverse angled, and can be paved with permeable pavers to enable storm water to infiltrate into the water table. On-street parking is supplemented by strategically located off-street parking lots and garages designed to serve longer term users, employees, and transit users.
B. A “Park-Once” environment comprised of a network of small blocks, pedestrian-friendly streets, a fine-grained mix of land uses, and multiple destinations within easy walking distance of one another.
This allows a single parking space to serve multiple destinations, enabling visitors to park and walk to dinner and a movie, employees to park for the day and walk to take care of errands before, after, or during their workday, and residents to walk or bike for the daily necessities of life. This compact, mixed-use environment reduces the total number of parking spaces that would otherwise be needed by the same uses in conventional, stand-alone developments. In addition, park-once is better accommodated in large centralized parking facilities, instead of many, small, dispersed facilities, enabling a more efficient use of land resources (since land is developed with buildings rather than parking lots), and resulting in more efficient traffic flow due to fewer curb cuts into parking lots and less people turning into them. This has the added benefits of reducing accidents and lowering emissions from idling vehicles stuck in traffic.
C. Sufficient demand-based parking for existing and new development.
This can be accommodated on-street, on-site, and/or in shared and park-once arrangements. Residential parking is generally provided on-site and on the street for visitors. Parking for commercial uses is located on the street and in shared lots and garages and is managed by monitoring the number of available parking spaces and employing parking management strategies to ensure enough spaces are available at a given time.
D. Downtown parking management. Parking management in the Downtown Station Area makes it easier for people to find parking, ensures that people park where they should (for instance, so store employees do not park in on-street spaces directly in front of stores), and – since parking is expensive to build and rail transit will offer a viable alternative to vehicles– reduces or delays the amount of parking that needs to be built. Downtown parking also serves a combination of users, taking advantage of different peak usage times (for instance, spaces used by transit riders during the weekday can be used by restaurant patrons or theater goers at night and on weekends).
E. Neighborhood parking management. Parking management in the New York Station and University Street Station areas ensures residents, employees, and transit riders do not park in adjacent residential neighborhoods and vice versa.
Reverse angled parking A lined parking garage
Parallel parking. Angled Parking.
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Transit Villages Specific Plan
Redlands, California
6:3
6.2. PARKING MANAGEMENT
Parking management within the Specific Plan area is necessary to ensure parking in commercial and mixed-use areas (such as Downtown and University Village) is utilized efficiently and does not spill over into surrounding residential neighborhoods. The parking management program is calibrated according to parking inventory (number of parking spaces) and occupancy (parking spaces with cars in them) with the goal of providing adequate parking based on utilization (the number of occupied spaces). Key components of the program – demand, location, time, price, and supply (described in further detail below) – are phased in incrementally as parking utilization increases and approaches capacity (where 85-90% of the parking spaces are occupied for a given period of time).
The 85-90% utilization rate is a very important threshold. If parking spaces are consistently above capacity and parking management strategies are not implemented, motorists may become frustrated and go shop or do business elsewhere. Until parking demand approaches capacity, most motorists will not readily accept parking management strategies, such as using alternative modes (walking, biking, transit) to get to their destination, parking further away, or paying for a parking space. Once on-street utilization reaches 85-90%, however, people are typically more willing to change their expectations and behavior regarding parking. At this point parking management measures should be implemented to ensure adequate parking is available.
A. Demand. Parking demand can be reduced by providing easy access to alternative modes of transportation. This includes introducing bike lanes and associated amenities such as bike racks, and working with SBCTA, Omnitrans, and local businesses to introduce incentives such as transit pass discount programs or programs to encourage employees to walk or bike instead of using their car.
B. Location. Location parking management strategies consist of leveraging parking resources located in a broader, secondary area in order to alleviate parking demand in priority parking areas. Critical to the success of a more widespread parking network are pleasant, comfortable, and inviting pedestrian routes between the parking lot or garage and the destination (whether it be one of the stations, Downtown, the University, or Esri), and clear signage and wayfinding that directs users to and from parking lots and garages. Such a walkable and easily navigable environment increases the distance that people are willing to park.
Location parking management strategies also include parking permit programs that prioritize parking for specific user groups (such as residential parking permit programs) and encouraging or requiring secondary parking users (usually employees) to park in areas located further from the destination in order to free up parking spots, for example, for retail and restaurant patrons in front of stores and restaurants.
When parking reserved for transit reaches full capacity, underutilized parking lots or lots with light weekday use (such as a Church or recreational facility) along transit routes can be used during the week as park and ride lots.
C. Time. Time parking management strategies include time limits, combination zones (loading areas that are also used by customers later in the day or on weekends), and other parking time restrictions that ensure parking in priority parking areas is readily available for short-term users. Time limits in priority areas can also be used to ensure that secondary users (such as employees) park in more distant locations, rather than right in front of stores where customers should be parking. Time limits can also be combined with prices to encourage turnover of prime parking spaces and to encourage employees and transit riders to park further away (for a lower price or for free). Time restrictions need not be implemented until parking demand approaches capacity (85-90% full).
D. Price. As demand for free parking spaces approaches capacity (with or without time limits) – it is reasonable to implement paid parking programs. These are best implemented on a limited basis in parking areas with the highest parking utilization. Parking prices should be set to ensure that parking availability remains at 85% to 90% and can be adjusted during the course of the day or week in relation to demand – during certain times of the day, for instance, the cost of parking could be free. In addition, parking revenue should be reinvested back into the area that the parking serves and should be used for upkeep of sidewalks, street furniture, and streetscape; cleanliness; bicycle and walking infrastructure; lighting; marketing; safety and security; as well as alternative mode programs, such as discounted transit passes.
Pricing strategies also include in-lieu fees or other types of paid parking programs, such as parking permit programs for both onstreet and off-street parking spaces. In lieu fees calibrated based on the cost of providing a parking space, can be used to pay for future parking improvements and resources such as future garages.
Residential parking permit programs usually have a pricing component with fees calculated on an annual basis. It is recommended that each household be offered a limited supply of residential parking permits. Additional residential parking permits (for example, above 2 per household) should be charged at a higher rate so that local residents are encouraged to use their off-street parking (residential parking garage) in an appropriate manner and prevent the proliferation of excess cars parked on-street.
Implementation of parking pricing creates revenues that should be reinvested into the parking district and be used for alternative transportation incentives, clean and safe programs, lighting, wayfinding, information systems, marketing, and other related uses.
E. Supply. Supply strategies focus on building parking facilities to meet needs. It also includes parking requirements, shared use, preferential parking permits, and transit-friendly parking design based on site design and urban design considerations rather than focus on parking.
Supply strategies also include strategic placement of bike parking facilities and other types of non-vehicular parking needs in a project area. It may include a more creative approach for mobility options, loading zones and other types of vehicles (electric vehicles, rideshare, car sharing etc.) that will need to access these areas.
Critical to the success of a more widespread parking network are pleasant, comfortable, and inviting pedestrian routes between the parking lot or garage and the destination.Access to this lined parking garage is directly from the sidewalk.
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Redlands, California
6:4
6.3. DOWNTOWN PARKING STRATEGY AND IMPROVEMENTS
A. Introduction. The parking supply is important to the economic success of Downtown. There should be sufficient parking available and it should be conveniently accessible. However, parking consumes significant amounts of physical space and is costly to build. The supply of parking should therefore be carefully balanced with the actual operational need for it. An oversupply of parking takes up valuable land that could be used for better purposes, while encouraging additional automobile use.
B. The Parking Vision. The vision for parking in Downtown is therefore to provide sufficient parking to ensure the economic viability and success of the Downtown, to provide that parking cost-effectively and in convenient locations to users, and to efficiently manage parking in a manner that supports a walkable and pedestrian-friendly downtown environment.
The Specific Plan takes a holistic approach to parking, by recommending increased management of the parking supply by the City, including increased City ownership and operation of parking, in order to achieve a more efficient utilization of overall parking resources in the Downtown. This approach is based on a “Park Once” strategy, where downtown visitors can park once in conveniently located lots or garages, and then walk around Downtown as they shop, dine, and visit entertainment without having to re-park their cars. The Plan anticipates the increased use of public-private partnerships in the provision and operation of parking, including shared use parking, in the Downtown.
C. General Parking Characteristics in Downtowns. Downtowns contain many different land uses, that are located in close proximity, and that interact with each other. Downtown users and visitors can therefore park and leave their car to visit multiple destinations by walking rather than driving.
Downtowns are also often the focus of a transit system, with the most intensive transit service of any area of the City. Use of transit is therefore often higher in downtown areas and can significantly increase person carrying capacity of the transportation system while reducing overall demand for parking spaces. This is true of Downtown Redlands with the existing bus system focusing a number of routes on the Downtown and the planned Orange Blossom Trail providing a non-motorized connection into Downtown, and the planned Redlands Passenger Rail Line with a station in Downtown.
The proximity of many different land uses and buildings in Downtown, and the different time profiles of peak parking demands of these uses, means that parking spaces can be shared between uses – resulting in fewer total spaces being necessary than for “stand-alone” buildings in more suburban locations.
Joint use or shared parking facilities that are in public ownership are able to balance the peak parking needs that often occur at different times among adjacent/nearby properties, or in the Downtown in general, thereby reducing the overall number of spaces needed.
All of the above factors lead to (a) less overall parking being required in downtowns than in suburban locations and for “stand-alone” buildings, and (b) better opportunities to manage and share parking resources, particularly if the majority of parking spaces are in public ownership or under public control.
Research and experience in other cities has shown that actual parking needs in downtown areas are often between 25% and 50% less than the theoretical requirements of parking codes. Some cities have therefore not only reduced parking requirements in downtown areas, but have also instituted a “flat rate” parking requirement for commercial land uses – in some cases as low as 2.0 or 2.5 spaces per 1,000 sq.ft. In areas with substantial transit options, the parking requirement can be further reduced or even eliminated.
6. PARKING
Structured automobile parking with ground floor retail creates a continuous pedestrian-friendly environment along the sidewalk.
Street trees, wide sidewalks, street furniture, active storefronts, and safe street On-street parking provides convenient parking in front of stores and restaurants. crossings are a few of the key ingredients for generating a walkable environment.
Clear signage and wayfinding that directs users to and from parking lots and garages.
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Transit Villages Specific Plan
Redlands, California
6:5
P P
P
Church St.
Colton Ave.
Stuart Ave.
Redlands Blvd.
Citrus Ave.
State St.
Texas St.
Seventh St.
Brookside Ave.
Olive Ave.
Fern Ave.
Clark Ave.
Orange St.
Sixth St.
D. Current Parking in Downtown Redlands. Parking within the New York Street and University Street station areas is provided on street and on site. Parking within Downtown is provided in on-street spaces, on-site, in City-owned public parking lots, and the Cityowned Citrus Avenue parking garage, located at the corner of Citrus Avenue and 6th Street (see Figure 6-1). Per the 2017 Downtown Parking Study, there are a total of 8,061 parking spaces within the Downtown Area: 5,050 private spaces and 2,501 public spaces.
Of these spaces, 1,915 are on-street public spaces and 586 are in parking lots and garages.
In the downtown core, peak parking utilization occurs between 12 p.m. and 2 p.m. with 90% to 110% public parking occupancy and 60% to 70% private parking occupancy. On Market Night, parking utilization between 6 p.m. and 9 p.m. can exceed 100% in public parking areas. Private lots can be 95% occupied in this time frame.
The majority of new development projects generally accommodate parking on-site per the current Zoning Code, which stipulates 45 individual non-residential parking requirements. This Specific Plan has simplified these parking requirements reducing the number of non-residential parking categories down to eight (see Section 4.3 of the Development Code Chapter).
For older buildings, especially historic structures, with limited undeveloped area on their parcel, it can be difficult to meet the current parking standards. Historic buildings surrounding the Downtown Depot and along the east side of Orange Street and the west of Fifth Street between the railroad tracks and just north of Redlands Boulevard are exempt from having to provide parking. For those not within the exempted area , options are provided within the City Municipal Code to enable these structures to be renovated for new uses and meet a portion of their parking needs by way of off-site parking (within a specified distance), shared parking (for businesses with different peak hours), tandem parking (for residential uses only), and payment of in-lieu fees.
Currently, the City does not charge for parking within Downtown other than leasing a small number of spaces at the lot on 7th Street.
A portion of the downtown core area is limited to two- and threehour parking. This parking is monitored by the Police Department.
As new development occurs and parking utilization increases, it may become appropriate to introduce more areas with two- and three-hour parking time limits and eventually parking pricing in areas with high parking utilization. This should not be seen as an answer, but rather as part of a parking management program after the implementation of appropriate demand, location, and time strategies. Revenues should be reinvested back into the station areas.
E. Future Parking Needs in Downtown Redlands. Future new development in Downtown will of course need parking and will displace existing surface parking — some of which will need replacing, particularly if it is currently being utilized. However, the amount of future additional parking that is provided should be closely related to the overall needs of parking in Downtown.
Firstly, the existing parking supply should be better managed and used more effectively. Secondly, future parking supplies should be provided at rates appropriate to the Downtown environment (i.e. rates that are less than in other parts of the City). Finally, existing parking lots begin to infill with new development, future parking supply will need to be provided in parking garages rather than surface lots. The Downtown parking strategy enables Downtown parking to be introduced incrementally over time and according to available resources.
LEGEND
Existing Parking Exemption Area
Existing Parking Garage
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Existing Angled Parking
Existing Parking and Business
Improvement District
Existing Public Parking Lot
Existing Parallel Parking
P
P
P
P
FIGURE 6-1. EXISTING DOWNTOWN ON-STREET AND PUBLIC PARKING P
P
Redlands Regular Meeting of 10-18-22 481 of 1815
Transit Villages Specific Plan
Redlands, California
6:6
6.3. DOWNTOWN PARKING STRATEGY AND IMPROVEMENTS (CONTINUED) F. Downtown Redlands Parking Strategy. The parking strategy for Downtown is based on the “Park Once” concept, where people are encouraged to park in one location and then walk around Downtown to multiple destinations. This reduces the amount of needed parking, reduces vehicular traffic and vehicle emissions, consolidates the parking supply into fewer strategic locations, and improves the pedestrian environment by increasing pedestrian volumes on sidewalks (which also increases the volume of potential patrons passing by on-street businesses). To enable this strategy, the below integrated and comprehensive approach to parking in the Downtown Area should be implemented over time. Much of this strategy is dependent on market conditions and, in the case of additional parking supply, on availability of property. Accordingly, many of these strategies may not be realized in the early phases of the implementation of this Plan, while some, such as instituting a pay for parking program, will require further actions by future developers and/or the City.
1. On-street Parking. Provide and preserve convenient on-street parking in front of stores, restaurants, entertainment venues, and residences to enable patrons to park in front of stores and quickly run an errand or two or grab a cup of coffee.
2. Accommodate Redlands Passenger Rail Commuters. Build a parking garage along the south side of Stuart Avenue that provides station-adjacent automobile and bicycle parking for rail commuters. Also designate vehicular drop-off locations for rail patrons near the station, whether on Stuart Avenue or Shoppers Lane.
3. Improve the Downtown Pedestrian Environment. The City should improve the pedestrian environment in the Downtown, to encourage visitors to “Park Once” and walk by improving pedestrian amenities such as sidewalks, shade trees, lighting, benches, etc., as specified in Section 4.16 (Street and Streetscape Design Standards) of this TVSP.
4. Manage Existing Parking Resources. Implement parking management strategies to ensure there is sufficient parking and that people park where they should. These include:
a. Better Utilize Existing Parking Supply. The current privately held parking supply can be used more efficiently by
encouraging properties with surplus parking to offer that parking for use by others – either by shared use agreements with properties that need more parking, or allowing public use of some of the parking.
b. Encourage Employees to Use Off-Street Parking Facilities.
The City should work with the private sector, the downtown business community, and public institutions, to encourage employees to use off-street parking lots and garages, rather than short-term on-street spaces, so that the on-street spaces are conveniently available for visitors. This can also be facilitated by increased and more effective enforcement of short-term on-street parking
c. Provide Better Parking Supply Information. The City or a Parking Management District (see strategy 7 below) should prepare and distribute, with ongoing updates as necessary, enhanced parking supply information for visitors and
employees, including brochures and maps showing parking locations.
d. Introduce Wayfinding Signage. Install wayfinding and parking lot signage to direct shoppers, customers, and visitors to appropriate parking lots and structures.
e. Make Existing Parking Locations More Attractive. Existing public parking garages, or private garages that are available for public parking, should be made more attractive and
pleasant to use, including brightening up the interiors, adding lighting and security stations, and adding way finding and directional signs for users.
f. Valet Parking. Introduce a universal parking valet
program where several valet stands are placed around the Downtown’s commercial areas and users can drop their
car off at one location and pick it up at another. This can be accomplished as part of an on-street parking pricing program.
5. Introduce Time Limits. When parking utilization along streets with free parking reaches 90% or higher Introduce appropriate time limits for on-street spaces in front of stores for retail and restaurant patrons and locate long-term and employee parking in areas with lower parking utilization.
6. Introduce Pricing. When parking utilization reaches 90% or higher despite the presence of time limits, institute a pay for parking program that charges for the use of on-street and/or off-street parking spaces. Parking revenues should be allocated towards Downtown oriented programs, maintenance, and
construction needs (such as cleaning, safety, marketing, lighting, bicycle facilities, sidewalks enhancement, etc.), while off-street parking revenue should be reinvested back into off-street parking facilities (operation, maintenance, security, and new facilities).
7. Establish a Downtown Transportation Improvement District.
The City should consider the establishment and operation of a Downtown Transportation Improvement District to manage all parking operations in Downtown including enforcement, maintenance, marketing, branding, and security, use of curb space (for loading, valet, and/or Transportation Network Companies (TNC) such as Uber and Lyft), as well as the
construction of new public shared parking facilities. When and if parking pricing is introduced, the District can also determine parking rates, collect parking revenue, and allocate parking
6. PARKING
Complete streetscapes encourage to people to park and walk. Example of map showing locations of parking and valet (green circles) in Old Pasadena.
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Redlands, California
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revenues. The revenue can be allocated for a wide range of improvements within the District boundaries, including streetscape improvements; transit, bicycle and pedestrian improvements; Transportation Demand Management (TDM)
programs; parking construction; and other programs and
initiatives that benefit the District.
The District should cover the area of the existing Parking and Business Improvement District, and could replace the existing Parking District and the Parking In-Lieu Fee areas.
8. Encourage Use of Alternative Transportation Modes to Reduce Parking Demand. The City should promote the use of alternative transportation modes, such as transit and bicycling, and should encourage transportation demand management
programs, to reduce the overall demand for parking. The planned Redlands Passenger Rail Line provides a unique
opportunity to reduce auto trips and parking demand in the downtown area. Use of alternative modes is critical to reducing peak parking demand.
Parking revenues can be used to pay for TDM services such as parking cash out programs, transit pass offerings, bike programs, and car sharing. These can consist of a special event, seasonal, or year-round program depending on parking demand and the person carrying capacity of the transportation system.
9. Increase the Public Parking Supply. As needed and as funds become available, the City should increase the amount of public parking in the Downtown, either with additional surface lots or with new parking structures. These future parking facilities, which will need to be built as and when demand dictates, should be public facilities provided for either by the City, or with some form of public-private partnership.
Additional parking supply is shown in Figure 6-2 on page 6:7.
City ownership or control of parking spaces in the Downtown Area maximizes the potential for the efficient management and sharing of parking resources. With enough supply of shared parking, the parking for new Downtown commercial development can be accommodated in public garages, rather than on site.
Funding sources for additional parking garages include: a Downtown Parking Fund, Business License Fees, Community Facilities District (CFD), Enhanced Infrastructure Financing District (IEFD), in lieu parking fees, and cost recovery through paid parking. See Chapter 9 (Implementation) for a description of these funding strategies.
10. Modify the Parking Code Requirements for Specific Plan Area. After on-street and off-street parking pricing has been established, and in conjunction with the construction of additional public parking supply, modify parking requirements to reflect Downtown’s generally lower overall parking needs as a transit oriented district and downtown. Potential modifications include:
a. Establish a flat parking rate for all commercial uses, such as 2 – 2.5 spaces/1,000 sf.
b. Increase the alowable distance to off-site parking facilities. c. Consider exemptions from code requirements for certain uses or sizes of uses, or expand the parking exemption area as shown in Figure 6-2.
d. Allow new residential development within Downtown to sell residential dwelling units separately from on-site parking spaces.
e. Expand Shared Parking to all Downtown Parking Resources.
The existing zoning code currently allows shared parking between the individual uses of mixed use development
projects. To reduce overall parking supply needs and to enable the most efficient utilization of parking resources, the City should consider extending allowed shared parking by all land uses throughout the Downtown Area - i.e. rather than reserving separate parking supplies for specific land uses, development projects, and/or buildings, parking
spaces in Downtown would instead be shared between all
uses. This sharing of spaces between uses with different peak hours and peak days of parking needs (such as office, retail, restaurant, and entertainment uses) allows for a more efficient overall utilization of the parking supply, and a more appropriately sized parking supply. It also provides more convenient parking for Downtown customers and visitors
without needing to build more parking.
f. Provide for reduced parking requirements for existing uses that are willing to share their on-site parking with others or make it available for public use.
Localized pay stations eliminate the need for individual meters and makes it easy to pay by cash or credit card.
Ed Hales public parking lot could be improved with perimeter landscaping.
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Redlands, California
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P
Church St.
Colton Ave.
Stuart Ave.
Redlands Blvd.
Citrus Ave.
State St.
Texas St.
Seventh St.
Brookside Ave.
Olive Ave.
Fern Ave.
Clark Ave.
Orange St.
Sixth St.
G. Parking Garages. A key feature of the Specific Plan is the future provision of City (or joint public-private) parking garages within Downtown to support the Park Once plan. These should be public garages to facilitate shared parking and parking management.
Parking garages are anticipated at some or all of the locations listed below. The number of garages eventually needed and the exact size of these potential parking garages will need to be more precisely determined in the future, according to actual needs.
1. Stuart Avenue Parking Garage. This garage is introduced along the south side of Stuart Avenue between Third Street and Eureka Street, next to the proposed Downtown Metrolink platform, as shown in Figure 6-2 (Downtown Parking Improvements) and Figure 6-3 (Downtown Station Area). This garage provides 367 parking spaces, 200 of which are dedicated to passenger rail patrons, with the remainder available for nearby stores and offices. The garage also provides covered bicycle parking for commuters arriving by bike. The parking spaces dedicated to commuters during the weekday can be used by retail and theater patrons during evenings and weekends. Vehicular access to the garage will be from Stuart Avenue. An at-grade crossing of the railroad tracks along the Third Street alignment will enable commuters who park in the garage to access the Arrow platform at the historic Redlands Santa Fe Depot building. This garage is in the design phase and will be built in the short term in order to serve Redlands Passenger Rail patrons once or shortly after service begins in 2021.
2. Redlands Mall Garage. Located on the revitalized Redlands Mall megablock, this garage will be built by private developers according to the requirements of this Specific Plan. Via development agreement or similar arrangement, the City can either require the developer(s) make the parking garage available to the public, or the City can lease these spaces and make them available as public parking. This garage will be built in the shortto mid-term as part of the redevelopment of the Redlands Mall.
The garage will accommodate anywhere from 200 to 400 spaces, depending on how many stories it is.
3. Ed Hales Parking Garage. This is introduced on the existing City-owned parking lot at the southeast corner of 6th Street and Redlands Boulevard. When demand for additional parking is needed and sufficient funds are accumulated, the City can build a parking garage on the lot. This garage would accommodate approximately 160 parking spaces and would be built in the midto long-term.
4. Seventh Street Garage. This garage will be built in the long-term to serve development that occurs in the area bounded by Orange Street, Redlands Boulevard, Church Street, and the Freeway and could accommodate anywhere between 200 to 400 spaces.
These locations were selected after careful consideration of land availability, lot size, garage feasibility, and access and egress considerations. They were recommended for the following reasons:
• They are located in key locations, adjacent to the proposed rail station and the State Street corridor, where the need for parking will be the greatest.
6.3. DOWNTOWN PARKING STRATEGY AND IMPROVEMENTS (CONTINUED) Curb space for “kiss-n-ride,” taxi, and transit network company Potential Commuter Parking
6. PARKING
FIGURE 6-2. DOWNTOWN PARKING IMPROVEMENTS
LEGEND
Existing Parking Exemption Area
Existing Public Parking Lot
Potential Parking Lot Expansion
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Proposed Parallel Parking
Proposed Angled Parking
Existing Parking and Business
Improvement District
Existing Public Parking Garage
Parking Garage in Design Phase
Potential Parking Garage
P
P
P
P
P
P
P
P
P P
P
P
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FIGURE 6-3. DOWNTOWN STATION AREA
LEGEND
Arrow Passenger Rail Platform
Metrolink platform
Plaza and pedestrian rail crossing
Potential bus stop locations
Stuart Street garage
Bicycle storage
Curb space for “kiss-n-ride,” taxi,
and transit network company Orange St.
3rd St.
Stuart Ave.
Redlands Blvd.
• The majority of these locations are able to intercept traffic coming from the east and the north before it reaches the center of downtown thereby reducing vehicular circulation in the core area.
The Stuart Avenue Garage location is particularly accessible to the 1-10 freeway for rail commuters and downtown visitors alike. • Providing several structures enables parking supply to disperse traffic over more streets rather than concentrating traffic in one location. There are other potential locations for additional parking garages in the future, for example the southwest corner of Redlands Boulevard and 7th Street (currently a Bank of America surface lot), or the north side of Citrus Avenue between 6th Street and 7th Street (currently a Wells Fargo Bank lot). However, most locations are in private ownership, so garages in these locations would need to be constructed with some form of public-private partnership or when those lots redevelop.
Uber and Lyft pcik-up sign.
Transit Plaza.
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Park Ave.
New York St. New York St.
Texas St.
Stuart Ave.
Redlands Blvd.
Oriental Ave.
Alabama St.Alabama St.
State St.
Euclid St.
6. PARKING
A. Introduction. The New York Street Station will be a neighborhood station that serves a major employer (Esri) as well as surrounding residents and/or employees once housing and/or offices are developed around the station. Accordingly, the station will have qualities of both a destination and an origin station. Unlike the Downtown and University Street stations, however, the New York Street station will not provide parking for Redlands Passenger Rail Commuters.
B. Current Parking. Parking within the New York Street station area is provided on street and on site. Parking for the Esri campus is provided in lushly planted surface parking lots. Parking is not permitted on New York Street south of Redlands Boulevard, although sidewalks along New York Street are separated from New York Street by landscaped planters, providing a very attractive, well shaded route for pedestrians walking to the proposed passenger rail station. Other businesses within the New York Street station area provide on-site parking. Additional parking is provided along the street.
C. Future Parking Needs. Initially, parking for Redlands Passenger Rail commuters will not be provided at the New York Street Station.
However, curb space for “kiss-in-ride,” taxis, and transit network companies such as Uber and Lyft will be accommodated along Redlands Boulevard south of the Station. When the parcels located immediately to the north of the station are developed, parking for commuters could be provided along a new street that runs parallel to the railroad right-of-way. Curb space for “kiss-in-ride,” taxis, and transit network companies could also be provided along this new street. It is anticipated that new development within the New York Street Station Area will be primarily residential, office, or a combination of the two. However, a small amount of retail could be introduced near the station or along Texas Street. Parking for these uses will be provided on the street and on site.
FIGURE 6-4. NEW YORK STREET STATION AREA PARKING IMPROVEMENTS LEGEND
Specific Plan Boundary
1/4 Mile Pedestrian Shed
Existing Parallel Parking
Proposed Parallel Parking
Potential Commuter Parking
6.4. NEW YORK STREET/ESRI STATION AREA PARKING STRATEGY AND IMPROVEMENTS Lushly planted Esri parking lot.
New York Street south of Redlands Boulevard.
Interstate 10
Center St.
Tennessee St.
Park Avenue South
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FIGURE 6-5. NEW YORK STREET STATION AREA
LEGEND
Curb space for “kiss-n-ride,” taxi, and transit network company Potential commuter, residential guest, or commercial parking Arrow Passenger Rail Platform
Plaza and pedestrian rail crossing
New York St.
Redlands Blvd.
New Street
D. Parking Strategy. Parking strategies for the New York Street Station Area include:
1. On-street parking. Provide convenient on-street parking in front of stores, restaurants, and residences.
2. Enhance Alternative Modes. Enhance pedestrian and bicycle access to the station and to the Esri campus by introducing bicycle lanes and bike routes, providing bicycle and scooter parking, making intersections more pedestrian-friendly, and introducing streetscape enhancements such as street trees and lighting that make the walk or bike ride to station more appealing.
3. Manage Parking as Necessary. As the Station Area begins to develop into a mixed-use village, implement parking
management strategies to ensure there is enough parking and that people park where they should. These include:
a. If transit users consistently park along adjacent residential or commercial streets, introduce time limits and/or a
residential parking permit program to ensure on-street
parking is available for residential visitors and retail patrons. b. If on-street parking spaces in front of stores and restaurants reach capacity on a regular basis, institute time limits or pay for parking to assure parking space turnover.
Park Ave.
Designated “Kiss and Ride” curb space.
On-street parking.
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University Street
Rambla
Grove Street
Citrus Avenue
Cook Street
Cypress Avenue
6. PARKING
FIGURE 6-6. UNIVERSITY STREET STATION AREA PARKING IMPROVEMENTS LEGEND
Existing Parking Lot
Potential Parking Lot or Garage
Specific Plan Boundary
1/4 Mile Pedestrian Shed
Existing Parallel Parking
Proposed Parallel Parking
6.5. UNIVERSITY VILLAGE PARKING IMPROVEMENTS
A. Introduction. The University Street Station has a different user pool than the Downtown and New York Street stations and therefore different use patterns and parking needs. Station users will consist of nearby residents, commuters who will drive and park at the University Street Station, as well as students, staff, faculty, administrators and visitors to the campus. Many of these patrons will be younger in age, and therefore more likely to walk or ride a bicycle than users of the other stations. In addition, many of these users will only use the train during the school year. If they stay in the community after graduation, a good transit experience may make them more likely to become permanent users of the train system.
B. Current Parking. Parking within the University Street station areas is provided on street and on site. Parking for Sylvan Park is provided in two parking lots, a larger one accessed from Park Avenue and a smaller one accessed from Chapel Street, as well as angled on-street spaces along the west side of University Street and parallel spaces along Park Avenue, Division Street, High Avenue, and the southern portion of Chapel Street. Parking for University of Redlands academic buildings within the Plan Area is provided in parking lots accessed from Park Avenue and Sylvan Boulevard as well as parallel on-street spaces along University Street and Sylvan Boulevard.
C. Future Parking Needs. Initially most parking within the University Village will be accommodated on-street and in surface parking lots. As the Village develops and Park Avenue is built to the north and to the south of the Station, commuter parking may also be accommodated along Park Avenue. As vacant parcels begin to infill, parking management strategies should be used to ensure there is enough available parking in the Village’s future retail areas and to ensure motorists park where they should. Finally, as all vacant land is developed, park-once garages will need to be introduced. If the University of Redlands parking lots infill with buildings, parking for the existing and proposed buildings would be accommodated in a parking structure located along the south side of Sylvan Boulevard.
This parking garage could also serve the southern campus. The angled parking along the west side of University Street would be converted into parallel parking in order to make room for dedicated bike lanes along University Street.
D. University Village Parking Strategy. The parking strategy for University Village consists of the following elements:
1. On-street parking. Provide convenient on-street parking in front of stores, restaurants, entertainment venues, and residences. In the short-term, on-street commuter parking can be provided on Park Avenue directly in front of the station.
2. Accommodate Redlands Passenger Rail Commuters. Provide parking and vehicular drop-off locations for rail patrons near the station. In the short term, provide on-street spaces on adjacent streets, or on vacant parcels near the station. As the Village infills, provide commuter parking in nearby parking lots or garages.
3. Encourage Use of Alternative Modes. To reduce parking demand, improve non-vehicular access to the station by:
• Implementing pedestrian and bicycle facilities improvements to the station – see Section 5.3 (Pedestrian Improvements) and Section 5.4 (Bicycle Improvements). Also,
• Designate curb space in front of the station for “kiss-n-ride,” taxi, and transit network company pick-up and drop-off (see Figure 6-7 (University Street Station Area Parking) on the following page).
• Consider adjusting existing bus transit lines to stop closer to the station Section 5.5 (Transit Network).
Proposed Angled Parking
Potential Commuter Parking
Interstate 10
Station Street
Park Avenue North
Park Avenue South
Park Avenue
Central Avenue
P
P
P
P
P
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FIGURE 6-7. UNIVERSITY STREET STATION AREA PARKING
4. Manage Parking as Village Grows. As the Station Area begins to develop into a mixed-use village, implement parking
management strategies to ensure there is enough parking and that people park where they should. These include:
a. Introduce wayfinding strategies and signage to direct transit parkers to appropriate parking spaces.
b. If transit commuters park in spaces meant for store patrons and/or parking utilization consistently approaches 90%
along mixed-use streets, introduce time limits to encourage turnover and preserve the parking supply for short term retail users.
c. If transit commuters begin parking in surrounding
residential neighborhoods, introduce time limits and/or a residential parking permit program to ensure on-street parking is not used by commuters, students, or other nonlocal parkers. The utilization threshold for determining when time limits and/or permits should be introduced is 75% of total spaces are occupied and 50% of those are occupied by commuters.
e. If parking in prime spaces fills up yet again, implement pricing strategies to ensure appropriate turnover of parking spaces occurs.
f. As vacant land continues to infill with new buildings, introduce park-once parking lots and/or garages.
5. Park Once and Shared Parking. As commercial uses are introduced in the Village Center, introduce parking according to Park Once precepts whereby people park once in one location and then walk around to multiple destinations and where parking is shared by multiple lands uses (rather than reserving separate parking supplies for specific land uses). This reduces the amount of needed parking, reduces vehicular traffic and vehicle emissions, consolidates the parking supply into fewer strategic locations, improves the pedestrian environment by increasing pedestrian volumes on sidewalks (which also increases the volume of potential patrons passing by on-street businesses), and allows for a more efficient overall utilization of the parking supply, and a more appropriately sized parking supply.
6. Introduce Park-Once Garages. In the future, when the above strategies 1 -3 are fully implemented and pricing becomes a viable option, parking structures will eventually need to be built.
One is recommended at the north end of the Rambla to provide parking for the south campus area. A second should be built in the southern portion of the Village to provide parking for ground floor retail and entertainment uses and perhaps upper floor office or residential uses.
LEGEND
Arrow Passenger Rail Platform
Metrolink platform
Future On-Street Commuter Parking
Plaza
Curb space for pick-up and drop-off (“kiss-n-ride,”
taxi, and transit network company)
University St.
Park Ave. South
Park Ave. North
Rambla
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7.0. INTRODUCTION
This chapter describes the components of the Redlands Transit Villages public realm of parks, plazas, green belts, pedestrian-friendly, tree-lined streets, and a landscape that is in character with Redlands’ unique culture and climate. This public realm promotes a pleasant and inviting pedestrian experience; encourages multi-modal access to transit; and provides open space for recreation, play, outdoor events and festivals, and a place for local wildlife to inhabit.
This Public Realm Chapter of Open Space and Landscape Chapter is comprised of the following sections:
7.1. Public Realm Objectives . . . . . . . . . . . . . . . . . . . . . . 7:2
7.2. Public Realm Improvements Summary . . . . . . . . . . . . . . . 7:2
7.3. Open Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7:4
7.4. Streetscape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7:10
7.5. Trees and Planting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7:18
7.6. Sustainable Stormwater . . . . . . . . . . . . . . . . . . . . . . . . . . 7:22
7.7. Underpasses Improvements . . . . . . . . . . . . . . . . . . . . . 7:23
7.8. Mill Creek Zanja and Orange Blossom Trail . . . . . . . . . . 7:23
7.9. Wayfinding Signage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7:25 A downtown plaza. A neigborhood tot-lot.
An active sidewalk A park that accommodates recreational activities.
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CHAPTER 7: PUBLIC REALM OF OPEN SPACE
AND LANDSCAPE
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7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
Redlands BoulevardOrange Street
Sixth Street
Eureka Street
Texas Street
Eureka Street
Tennessee Street
Colton Avenue
New York Street
State Street
Citrus Avenue
Brookside Avenue
Olive Avenue
State Street
Center Street
I-10 Freeway
1/4 Mile
5 Minute Walk
1/2 Mile
10 Minute Walk
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1 2
5 6
7 7.1. PUBLIC REALM OBJECTIVES
The New York Street/Esri, Downtown, and University Street Station Areas as shown in Figure 7-1 are envisioned as interconnected, walkable, and multi-modal places composed of beautiful, tree-lined streets and inviting open spaces. The proposed street and open space network aim to provide contiguous green space as a public amenity that connects the New York Street/Esri, Downtown, and University Street stations to the adjacent mixed-use transit village communities, to Downtown, to the ESRI campus, to the University of Redlands, to Sylvan, Smiley, and Jennie Davis Parks, and to surrounding single-family residential neighborhoods.
Key landscape and open space objectives of this Specific Plan are:
• To link the three stations to adjacent neighborhoods, existing parks, and important destinations via an interconnected, pedestrian-oriented street and open space network. • To create parks, greens, plazas, and greenways that provide open space for residents, workers, and visitors, offer places for passive recreation, accommodate special events, and enable access to nature within the city.
• To implement a holistic ‘green infrastructure’ system that integrates pedestrian, bicycle, transit, and automobile circulation, community open space areas, and sustainable storm water management strategies. • To incorporate a palette of drought-tolerant and native plant and tree species that are well-suited to an urban environment, that are compatible with the agricultural heritage of the regional landscape, and that expand the existing urban forest.
7.2. PUBLIC REALM IMPROVEMENTS SUMMARY
Based on robust input from stakeholders, the community, City staff, and City review bodies, the following open space and landscape improvements have been identified for each station area:
A. New York/Esri Street Station.
• Expand the lush landscape character of the ESRI campus into the streets and proposed open spaces in the rest of the New York Street/Esri Station area.
• Transform New York Street north of the Station into a landscaped gateway to the Station and into the new transit-oriented residential neighborhood and/or office district that surrounds it. • Reinforce the gateway character of New York Street by enhancing the New York Street freeway underpass with public art and lighting.
• As large megablocks redevelop, introduce new, tree-lined streets that generate walkable blocks that are consistent with the traditional street and block pattern of Downtown and the surrounding, pre-World War II neighborhoods. • Introduce a neighborhood park within the new transit-oriented neighborhood and/or office district that provides open space and a place for passive recreation for residents and workers. • Transform the parcels along Redlands Boulevard that are too narrow to accommodate buildings into lushly landscaped parks and greenways.
• Consider enlarging the small, existing triangular open space located at the southwest corner of Redlands Boulevard and New York Street.
• Introduce landscaping along the Orange Blossom Trail and Zanja (west of New York Street) to provide shade and a more attractive environment for pedestrians, cyclists, and joggers.
FIGURE 7-1. PUBLIC REALM PLAN: TRANSIT VILLAGES
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Sixth Street
Church Street
Citrus Avenue
Park Avenue
Colton Avenue
University Street
Olive Avenue
Cook Street
Grove Street
Ninth Street
I-10 Freeway
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4 3
University Street Station
State and Third Street Plaza
LEGEND
New York Street/Esri Station
3 8
2 7
1 6
4 9 Interstate 10 Freeway
Sylvan Boulevard Greenway
and Zanja
5 New York Street
Neighborhood Park
Central Park
Downtown Station
Midtown Greenbelt
8 9
B. Downtown Station.
• Preserve the Third Street right-of-way across the railroad tracks by introducing a pedestrian passage north of the tracks and a Station Plaza to the south of the tracks, west of the historic Depot building. • Extend State Street and Third Street into the Redlands Mall site as pedestrian-friendly, tree-lined streets.
• Introduce a plaza or green within the Redlands Mall site that provides green space for Downtown residents, workers, shoppers, and visitors and that can accommodate events and activities such as Redlands’ annual New Year’s Eve festivities.
• Introduce a neighborhood park in the Midtown Neighborhood south of the railroad tracks and east of Texas Street. The park should be landscaped in the lush character of Esri’s existing campus.
• As large megablocks within the Midtown Neighborhood develop, introduce new, tree-lined streets that generate walkable blocks that are consistent with Downtown Redlands’ traditional street and block pattern.
• As the Midtown Neighborhood develops, introduce a greenway and park network along Stuart Avenue between the Midtown Park and Eureka Street, extending the lush landscape character of the ESRI campus eastward towards Downtown.
• In the long-term, expand Smiley Park north of the Police Annex Building to Citrus Avenue. Together with the new Station Plaza, the Third Street extension through the Redlands Mall Site, and the new plaza/green in the Redlands Mall site, the expanded Smiley Park will provide a continuous, green link between Smiley Park, the Smiley Library, Redlands Bowl, and the Downtown Station. • Accommodate the Orange Blossom Trail route along Redlands Boulevard by introducing bike lanes and memorable streetscape.
C. University Street Station.
• Transform University Street north of the I-10 Freeway into a landscaped gateway street into the University Street Station Area. • Reinforce the gateway character of University Street by enhancing the University Street freeway underpass with public art and lighting.
• Enhance the Citrus Avenue and Cypress Avenue freeway underpasses with public art and lighting to generate a more inviting and comfortable environment for pedestrians and cyclists travelling along Citrus and Cypress avenues. • Consider introducing a landscaped roundabout at the end of the westbound Cypress Street off-ramp at Cypress Street that forms a gateway into the University Street Station Area from the east. • As the large megablocks within the University Street Station Area develop, introduce new tree-lined streets and walkable blocks that are consistent with the traditional pattern of Downtown Redlands and the adjacent pre-World War II neighborhoods. • As the University Street Station Area develops, introduce neighborhood parks, plazas and greens that provide open space and a place for passive recreation for residents.
• Extend the Orange Blossom Trail through the University Street Station Area as a landscaped trail along the south side of the Mill Creek Zanja. Create a natural riparian greenway along the Mill Creek Zanja and adjacent to the Orange Blossom Trail between Sylvan Park and Ninth Street.
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Shade Trees + Public Seating
Bulb-out for Slow Street
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
Zanja Greenway
LEGEND
New York Street Station
3 2
1 4 New York Street
Neighborhood Park
Jennie Davis Park
5 New York Street Underpass
Texas Street
Oriental Avenue
Redlands Blvd.
Route 10
Colton Avenue
FIGURE 7-2. PUBLIC REALM PLAN: NEW YORK STREET STATION TRANSIT VILLAGE
7.3. OPEN SPACE
A. Existing Conditions. There are several parks within and near the Specific Plan area that provide open space and recreational opportunities to nearby residents, workers, and visitors. Notable parks are Sylvan Park (in the University Street Station Area), Smiley Park (next to the Downtown Station Area), and Jennie Davis Park (in the New York Street/Esri Station Area). However, open space north of the railroad tracks within the New York Street/Esri and Downtown station areas and between Eureka Street and Texas Street is notably absent.
B. Opportunities. As multi-family housing and/or offices are built around the station areas, new parks, greens, plazas and greenways are added throughout the Plan area, particularly in areas where open space is deficient (see Figure 7-2). The new open spaces will provide passive and active recreational space and access to nature for station area residents, provide opportunities for sustainable stormwater water management strategies, and could accommodate special events such as farmer’s markets, concerts, and outdoor movie screenings. Together with landscaped streets, these open spaces will link important destinations, such as the ESRI Campus to the New York Street/Esri Station (see Figure 7-3), to Downtown, and to Smiley Park; the Downtown Station to Downtown and Smiley Park; and University Village to Downtown.
1. New York Street/Esri Station Area. The New York Street/Esri Station Area’s public realm is enhanced through the introduction of:
a. New Neighborhood Park. A new multifunctional park north of the New York Street/Esri Station will provide surrounding residents and office workers with opportunities for passive recreation (see Figure 7-4). Nestled within the future transit-oriented neighborhood and/or office district, the New York Street Neighborhood Park will provide access to recreational open space north of the New York Street/ESRI Station. The multifunctional park will provide a diverse array of passive recreational, aesthetic, and ecological benefits.
State St.
Stuart Avenue
Park Ave.
1 2
5 4
3 Transit Villages Specific Plan
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New York Street
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New York Street
LEGEND
New York Street/Esri Station
3 2
1 4 Park
Station Parking
1 2
3 4
New York Street
Redlands Blvd.
FIGURE 7-3. NEW YORK STREET /ESRI STATION PLAN
1 2
4 5
3 Lawn + Water feature
LEGEND
Flex plaza
3 2
1 Grove
4 5
The trail
Play area
FIGURE 7-4. NEW YORK STREET NEIGHBORHOOD PARK PLAN
Park Avenue
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Shade Trees + Sidewalks
Shade Trees + Cafe seating
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
2. Downtown Station Area. The Downtown Station Area is envisioned as a walkable mixed-use district consisting of pedestrian-scaled blocks; beautiful, green, shady tree-lined streets with comfortable seating and exterior dining opportunities; and inviting squares and plazas. The Downtown Station Area’s public realm is enhanced through the introduction of an open space network of landscaped streets and inviting open spaces (Figure 7-5). Key components include:
a. North-South Green Way. A chain of landscaped streets and open spaces extending from the Downtown Station to Smiley Park:
• The existing Third Street right-of-way at the Downtown Station is preserved via a pedestrian passage to the north of the railroad tracks and a Station Plaza to the south (Figure 7-6). • New streets and open space are introduced within the Redlands Mall mega-block. State Street is extended westward into the Mall site and Third Street is extended through the site to Citrus Avenue. A new plaza or green is introduced, providing a place for shoppers and residents to relax and a central place for events and activities, such as Redlands’ annual New Year’s Eve festivities. The existing landscape character of State Street east of Orange Street – large canopy trees – is introduced along the new State Street Extension.
• Smiley Park is extended north past the Police Annex Building to Citrus Avenue, opening up a view up to the Smiley Library from Orange Street.
b. Midtown Neighborhood Greenbelt. A continuous greenbelt of parks and greenways connecting Texas Street to Eureka Street that will provide open space and recreational opportunities for employees of the nearby Esri Campus, for future Midtown Neighborhood residents, and residents of the neighborhoods to FIGURE 7-5. PUBLIC REALM PLAN: DOWNTOWN STATION TRANSIT VILLAGE Downtown Plaza
LEGEND
Downtown Station
3 2
1 4 Redlands Mall
5 Smiley Park
Midtown Neighborhood
Greenbelt
1 2
4 3
5 Redlands Blvd.
Citrus Ave.
Eureka St.
Orange St.
Texas St.
E State St.
7.3. OPEN SPACE (CONTINUED)
Oriental Ave.
Stuart Ave.
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1 2
3 4
Orange St.
FIGURE 7-6. DOWNTOWN STATION PLAN
Station Plaza
LEGEND
Downtown Station
Stuart Avenue Parking Structure
3 2
1 4 Pedestrian Passage
5 Rail Crossing
5 1
2 4
3 Oriental Avenue Park
LEGEND
Midtown Neighborhood Park
3 2
1 Texas Street Park
4 Eureka Street Gateway park
Oriental Avenue
Texas Street
Eureka Street
FIGURE 7-7 ORIENTAL AVENUE OPEN SPACE NETWORK PLAN
Stuart Avenue
Stuart Avenue
Shoppers Lane
Transit Villages Specific Plan
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7:7
the south and north of the freeway (see Figure 7-7). Positioned along Oriental Avenue, the four parks will provide a green route between the Esri campus and Downtown. The greenbelt will also serve as a buffer between the train tracks and the future Midtown Neighborhood residences.
Key greenbelt features and community amenities include:
• A new neighborhood park in the Midtown Neighborhood abutting the south side of the railroad tracks just east of Texas Street. The park’s landscape character would reflect the lush and verdant character of the Esri campus. The proposed park could also include riparian water features that reference the historic Zanja and sustainable stormwater elements to cleanse rainwater runoff and recharge the
aquifer.
• As the parcels between Texas Street and Eureka Street redevelop, a series of parks and greenways connecting the new Midtown Neighborhood to Eureka Street are introduced along Oriental Avenue. Planted with landscape that reflects the character of the Esri campus and employing sustainable stormwater elements, these open spaces over time could emerge into native microhabitats.
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Rambla
Pond.
Landscape and Trail
Children’s Play Area
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.3. OPEN SPACE (CONTINUED)
3. University Street Station Area. The University Street Station Area is envisioned as a walkable, pedestrian-scaled, transit-oriented mixeduse district with various open space types that provide open space to nearby residents, students, faculty, and workers (see Figure 7-8):
a. Central Park. A Central Park, which provides open space for residents, students, faculty, workers, and shoppers and can also accommodate special events such as farmer’s markets, concerts, and outdoor movie screenings for the larger community.
b. Academic Quadrangle. An Academic Quadrangle located on the block just north of the Station that provides a formal open and circulation space between future academic buildings that line its east, west, and south sides.
c. Pond. A new pond, located at the southwest corner of Sylvan Boulevard and Cook Street, stores non-potable irrigation water.
A University-oriented hotel and conference center is located to the south of the pond.
d. Basin Park. A potential Basin Park in the new detention basin that will be introduced in conjunction with the construction of the Station along the south side of Park Avenue south of Sylvan Park. A Basin Park is an open space with the dual purpose of temporarily storing storm water during minor flood events, and providing park and open space the rest of the time.
With or without the Basin Park, the Central Park and Academic Quad could be used to store rainwater during stormwater events, and/or filter runoff and recharge the aquifer.
e. Rambla. A distinctive and extraordinary thoroughfare between Central Avenue and Sylvan Boulevard with travel lanes on either side of a wide median. Paved with cobblestones or pavers, the Rambla median could also be configured to accommodate angled parking.
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7 2
6 1
3 8
On-street Commuter Parking
LEGEND
Plaza
Passenger Rail Platform
3 2
1 4 University Street
1 1
2 3
4 4 5
Route 10
Park Ave.
University St.
Sylvan Blvd.
Cook St.
Grove St.
Park Ave.
Rambla
Central Ave.
Cook St.
University St.
Park Avenue
Rambla
FIGURE 7-9. UNIVERSITY STREET STATION PLAN
FIGURE 7-8. PUBLIC REALM PLAN: UNIVERSITY STREET STATION TRANSIT VILLAGE LEGEND
University Street Station
Sylvan Park
Central Park
Academic Quadrangle
3 2
1 Pond
Basin Park
Zanja + Orange Blossom Trail
Rambla
7 6
5 4 8
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A retail street.
A mixed-use street with a center median
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
Redlands BoulevardOrange Street
Sixth Street
Eureka Street
Texas Street
Eureka Street
Tennessee Street
Colton Avenue
New York Street
State Street
Citrus Avenue
Brookside Avenue
Olive Avenue
State Street
Center Street
I-10 Freeway
1/4 Mile
5 Minute Walk
1/2 Mile
10 Minute Walk
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FIGURE 7-10. STREET TREE PLAN: TRANSIT VILLAGES
1 2
7.4. STREETSCAPE
A. Existing Streetscape. Sidewalks and the streetscape along them are substandard along many of the Plan Area’s streets. Sidewalks are completely missing along portions of University Street and along Redlands Boulevard in the New York Street/Esri Station Area. In addition, many sidewalks are narrow and, in some cases, located right next to the roadway, limiting space for street trees and placing pedestrians right next to moving vehicular traffic. Except for Downtown, street trees that provide shade and visual relief are missing, sparse, or of inconsistent species along most streets. This substandard streetscape not only results in an uninviting environment for pedestrians, but also provides unappealing routes to Redlands’ important destinations, including Downtown, Smiley Park, Sylvan Park, the University of Redlands, and the ESRI campus.
B. Streetscape Opportunities. A pedestrian-scaled, interconnected street network planted with shade-providing street trees and drought-tolerant planting will generate an inviting and comfortable environment for pedestrians and cyclists to walk and bike to the train stations, to bus stops, to work, to school, for errands, or for shopping and entertainment. Each individual street is planted with its own tailored landscape characteristics that sets it apart from other streets, contributing to the richness of each street and to each station area’s unique sense of place.
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A mixed-use street. A neighborhood street. A residential street.
A mixed-use street. A neighborhood street. A commercial street with a median. Sixth Street Church Street Citrus Avenue
Park Avenue
Colton Avenue
University Street
Olive Avenue
Cook Street
Grove Street
Ninth Street
I-10 Freeway
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3 Brachychiton populneus | Kurrajong Bottle
LEGEND
Koelreuteria bipinnata | Chinese Flame Tree
Delonix regia | Royal Poinciana
Fraxinus excelsior | European Ash
Gleditsia triacanthos | Imperial Honey Locust
Jacaranda mimosifolia | Jacaranda
Washingtonia filifera | California Fan Palm
Platanus racemosa | California Sycamore
Lophosternon confertus | Brisbane Box
Tipuana tipu | Tipu Tree
Quercus wizlizeni | Interior Live Oak
Cinnamomum glanduliferum | Camphor Tree
University Street Station
New York Street/Esri Station
3 2
1 Downtown Station
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A residential street.
A mixed-use street.
A residential street.
A residential street.
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.4. STREETSCAPE (CONTINUED)
1. New York Street/Esri Station Area. New York Street is the primary access street to the Station from both the north and south and, with the introduction of the Station, will provide pedestrian access over the railroad tracks. New York Street’s gateway status is enhanced with new streetscape and the improvement of the I-10 Freeway underpass with enhanced lighting and artwork.
To the south, the pedestrian connection from the Esri campus across Redlands Boulevard to the Station is improved with an enhanced crosswalk and a pedestrian passage over the railroad tracks.
Existing streets, including Redlands Boulevard and Texas Street, are improved with new street trees. The landscape character of Redlands Boulevard in the Downtown Station Area will be extended into the New York Street/Esri Station Area, maintaining a consistent landscape character for the entire length of Redlands Boulevard within the Plan Area. Texas Street and the new streets north of the railroad tracks will be planted with deciduous trees. c. Streetscape. The streetscape of the New York Street/Esri Station Area will create inviting pedestrian and bicycle connections to the Station from the station adjacent transit-oriented development, adjacent neighborhoods, and the ESRI campus. The below cross sections illustrate key streets within the Station Area, each with specific tree species.
Key streets within the New York Street/Esri Station Area include:
i. New York Street. New York Street, a gateway street into the New York Street/Esri Station Area, is lined with
Chinese Flame Trees to provide shade, accent color, and seasonal interest.
2. Redlands Boulevard. Redlands Boulevard is the main
east-west vehicular corridor running through the City
of Redlands. California Fan Palms are introduced in the center, continuing the iconic character from downtown.
Sidewalks are lined with Honey Locust trees and
landscaped parkways, providing shade for pedestrians
visually calming traffic.
iii. Texas Street. Texas Street is an important north-south street that connects existing residential neighborhoods north of the freeway to the future Midtown
Neighborhood, the Esri campus just to the west,
Downtown just to the east, and Redlands Boulevard
and the Orange Blossom Trail bike lane. Jacaranda and
Honey Locust trees generate a lush residential street
character, provide shade, and reduce the urban heat
island effect.
a. Landscaped Street Network. The introduction of an interconnected street and block network, particularly within the blocks located north of the railroad tracks, provides a safe and comfortable environment for pedestrians and bicycle commuters going to and from the New York Street/ESRI Station, for residents walking or jogging around their neighborhood, and for children walking to school.
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FIGURE 7-11. STREET TREE PLAN: NEW YORK STREET/ESRI STATION AREA Redlands Boulevard
Colton Avenue between Tennessee Street and Texas Street Texas Street
New York Street
Tennessee Street
Texas Street
Redlands Blvd.
Oriental Avenue
Route 10
Colton Avenue
Tennessee Street
State St.
Stuart Avenue
Park Ave.
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Sidewalk+Bioswale
Social Benches
A downtown retail street with a center median.
A downtown street with in-street planters.
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.4. STREETSCAPE (CONTINUED)
2. Downtown Station Area.. The introduction of streetscape along the Downtown Station Area’s streets will create an inviting environment for pedestrians, define beautiful and deliberate routes to key destinations (such as Downtown from the freeway, the University of Redlands from the freeway, Esri from Downtown), help catalyze development on underutilized parcels, and complement Downtown’s charming historical character. Tree species – chosen according to their shape, color, size at maturity, water consumption, and relationship to existing street trees – are unique to each street and consistent along the entire block length, enhancing the character and uses along the particular street. The adjoining street sections illustrate four of Downtown’s key streets: Orange Street, State Street, Colton Avenue, and Redlands Boulevard.
Streets within the Downtown that have distinct streetscape character include:
a. Orange Street. Orange Street is a north-south corridor that connects residential communities directly to the Downtown Station.
This important gateway street is lined with Chinese Flame Tree to provide shade, accent color, and seasonal interest for multi-modal commuters; visitors arriving into Downtown via trains, bus, car, bicycle, and foot; and Downtown residents, shoppers, workers, and event attendees.
b. Redlands Boulevard. Redlands Boulevard is the main east-west vehicular corridor running through the City of Redlands and, in the form of a bike lane, accommodates the Downtown segment of the Orange Blossom Trail. California Fan Palms are proposed for the center median, providing landmark elements that mark the location of Redlands Boulevard from a distance, while Honey Locust trees line the sidewalk to provide shade to both pedestrians and parked vehicles.
c. State Street. State Street is extended into the Redlands Mall site and landscaped in a similar manner as State Street east of Orange Street: large canopy trees Brisbane Box tree planted between angled parking spaces.
d. Colton Avenue. Colton Avenue is improved with diverse species of street trees including Canary Island Pines and Camphor Trees to support both commercial and residential uses.
e. New, Tree-Lined Streets. Tree-lined streets are introduced in the large blocks between Texas Street, Eureka Street, Redlands Boulevard, and the railroad tracks, generating a comfortable, walkable environment for future residents of the Midtown Neighborhood.
Each individual street’s landscape character is tailored to its orientation (north-south vs. east-west), the adjacent uses (residential vs. commercial), and the scale of the street (residential vs. crosstown).
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FIGURE 7-12. STREET TREE PLAN: DOWNTOWN STATION AREA
LEGEND
Gleditsia triacanthos | Honey Locust
Washingtonia filifera | California a Fan Palm
Brachychiton populneus | Kurrajong Bottle
Delonix regia | Flame Tree
Platanus racemosa | California Sycamore
Lophosternon confertus | Brisbane Box
Koelreuteria bipinnata | Chinese Flame Tree
Redlands Boulevard
Colton Avenue (Texas Street to Orange Street)
State Street (East of Orange Street)
Orange Street (South of Stuart Avenue)
Orange Street (North of Sun Avenue)
State Street (West of Orange Street)
Redlands Blvd.
Citrus Ave.
Eureka St.
Orange St.
Texas St.
E State St.
Oriental Ave.
Stuart Ave.
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University Street North of Sylvan Boulevard. University Street: Park Avenue to Sylvan Boulevard.
University Street: Central Avenue to Park Avenue. University Street: I-10 Freeway to Central Avenue.
Cook Street Sylvan Boulevard with Zanja and Orange Blossom Trail.
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.4. STREETSCAPE (CONTINUED)
3. University Street Station Area. The University Street Station Area’s interconnected street network is landscaped with a vigorous urban forest. Each individual street has its own landscape characteristic that sets it apart from other streets, adding to the richness of the Station Area’s unique sense of place. Missing sidewalks and street trees are introduced along University Street, generating a memorable entry into the Station area, and providing an inviting route for pedestrians, cyclists, and motorists traveling to and from the Station, Sylvan Park, and the University.
The below street sections illustrate the transformation of existing streets within the Station Area, as well as the character of new streets. Street sections with distinct streetscape character include:
a. University Street. California Fan Palms are introduced along University Street to strengthen the visual character of the street and generate a memorable gateway into the University of Redlands, Sylvan Park, and the surrounding residential neighborhoods.
b. Cook Street. Representative of a typical residential street, Cook Street is lined with Jacaranda tree which provide large canopies, dense foliage, seasonal color, and ample shade to adjacent residents and passing pedestrians, cyclists, and motorists. c. Sylvan Blvd. Greenway and Zanja. Sylvan Boulevard and the Zanja corridor are landscaped with a combination of native trees, including California Sycamores and Interior Live Oaks, generating a natural riparian character that reinforces the existing microhabitat.
d. Park Avenue at the Train Station. The station’s importance as the arrival point into the University of Redlands and the adjacent mixed-use village is emphasized with a double allee of California Sycamore trees, which highlight the local heritage and ecology of the City of Redlands.
e. New, Tree-Lined Streets. Tree-lined streets are introduced in the Station Area’s megabocks, generating a comfortable, walkable environment for future residents, workers, and students of the Village. Each individual street’s landscape character is tailored to its orientation (north-south vs. east-west), the adjacent uses (residential vs. commercial), and the scale of the street (residential vs. cross-town).
Key among these streets is the “Rambla,” a new, grand, treelined, linear thoroughfare with travel lanes on either side of a wide median that leads from the heart of the proposed transit village to the University of Redlands Campus. Chinese Flame Trees and California Sycamore Trees highlight the street’s importance, add visual vibrancy , and complement the commercial ground floor uses proposed for the street.
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Central Avenue Typical Residential Street
Park Avenue at University Street Station
Rambla
Brachychiton populneus | Kurrajong Bottle
Delonix regia | Flame Tree
LEGEND
Gleditsia triacanthos | Honey Locust
Washingtonia filifera | California a Fan Palm
Platanus racemosa | California Sycamore
Jacaranda mimosifolia | Jacaranda
FIGURE 7-13. STREET TREE PLAN: UNIVERSITY STREET STATION AREA Route 10
Park Ave.
University St.
Sylvan Blvd.
Cook St.
Grove St.
Park Ave.
Central Ave.
Rambla
Park Ave.
Citrus Ave.
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Downtown Street. Neighborhood Street.
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.5. TREES AND PLANTING
A. Tree and Planting Objectives. The primary goal of the Specific Plan tree and planting approach, as shown in Figure 7-2, is to create a coherent, vibrant, harmonious, and pedestrian-friendly urban forest.
Key tree and planting and objectives for achieving this are:
• To expand the existing urban forest with a palette of native and drought-tolerant plant species that are compatible with the agricultural heritage of the regional ecosystem. • To create attractive and compelling ecological corridors, particularly in the east-west direction, that connect and supplement existing isolated micro habitats into a larger, interconnected habitat that can support native flora and fauna.
• To mitigate the heat island effect through increased tree canopy and vegetated area in the Specific Plan area.
• To provide spatial identity and a distinct character to the Specific Plan area’s various streets.
• To create coordinated green, multi-modal streetscapes that include landscaped parkways and center islands, employ sustainable stormwater management strategies, and accommodate pedestrians, cyclists, transit riders, and motorists.
B. Existing Tree and Landscape Conditions. Due to its vibrant urban forest, the City of Redlands has for the past 24 years been designated a Tree City USA City by the National Arbor Day Association..
Within the Specific Plan area, this urban forest is located primarily in Downtown Redlands (most notably along State Street east of Orange Street), in the University of Redlands area, and in Sylvan Park and Jennie Davis Park. The urban forest is also robust in the neighborhoods located south of the Specific Plan area. However, the urban forest is generally lacking within the rest of the Specific Plan area.
C. Proposed Trees. Strategies for realizing street tree and planting objectives include:
1. Resilient Street Trees. Trees are selected to complement the formal as well as environmental characteristics of a particular street or open space. For street trees, the continuous and regular spacing of trees generates spatial definition to the street, reduces the perceived width of the street, provides shade for pedestrians walking along the sidewalk, and signals drivers to slow down.
In addition, street trees provide a variety of environmental and cultural benefits. Deciduous trees provide shade in summer, reducing heat island effects and cooling the ambient temperature, while permitting sun to shine through in winter. They reduce sun glare from paving and intercept rain water during storms, helping to reduce storm water runoff. Trees also produce oxygen, thereby improving local air quality, and their canopies can absorb traffic noise. Finally, mature street trees can increase the value of adjacent properties.
Tree species listed in this Specific Plan are selected according to various qualitative and quantitative factors and characteristics including, native or non-native species, drought tolerance, tree height, canopy width, parkway width requirements, overall texture, form, solar exposure and growth rate.
2. Riparian and Native Trees. Native trees, such as Interior Live Oak and California Sycamores, are selected for the Plan Area’s open spaces and along the Zanja corridor within the University Street station area, enhancing the existing riparian corridor (Zanja) and its microhabitats. Native planting benefits include reduced water consumption, drought tolerance, adaptation to local climate and increasing habitat for local fauna, such as birds. Native plants and non-native plants are both provided to support biodiversity and greater visual aesthetic and spatial layout.
3. Accent Trees. Accent trees, which have distinct visual and seasonal characteristics that differentiate them from other street trees, are utilized to highlight special streets and spaces within parks, plaza, and greens. For example, Chinese Flame trees, with their vibrant seasonal color, are proposed for the north-south gateway streets that lead to the three transit stations, visually showcasing the importance of the street as a connector to each station.
4. Palm Trees. Palm trees, with their iconic form and place-making characteristics, are planted along gateways streets and corridors to emphasize the significance of the streets.
5. Residential Street Trees. Residential street trees are selected for their lush canopies, larger size at maturity, and dynamic seasonal interest. Trees such as Jacarandas, are planted at regular intervals, enriching the residential neighborhoods with lush canopies that provide shade, visual relief, and vibrant seasonal flowers.
D. Tree Parameters and Guidelines. A diverse selection of street trees, as shown in Figure 7-3, are specified for the Specific Plan area to strengthen the existing urban forest, to ensure biodiversity, and to conform to specific local conditions, such as existing soil types and spatial limitations in the public right-out-way.
Technical factors considered in the selection of tree species include shape, form, drought tolerance, sunlight exposure, spacing between trees soil depth, and parkway widths and the following factors:
• Environmental Suitability. Trees that thrive in the region. • Drought Tolerance. Native trees or non-native trees with droughtresistance and resilience. • Street Tolerance. Street trees that perform well in stressful urban environments and that can tolerate limited soil depth and widths, maintenance and limited irrigation.
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FIGURE 7-14A. REDLANDS TRANSIT VILLAGES SPECIFIC PLAN PLANTING PALETTE a. Tree Spacing
b. Parkway Width
c. Soil depth
Trees for Parks, Plazas, and Open Spaces
Alnus rhombifolia
White Alder
Pinus canariensis
Canary Island Pine
Cinnamomum glanduliferum
Nepal Camphor Tree
Quercus lobata
Valley Oak
Quercus agrifolia
Coast Live Oak
Platanus racemosa
California Sycamore
Trees for Areas Adjacent to Stations
Arbutus marina
Strawberry Tree
Fraxinus excelsior
European Ash
Koelreuteria bipinnata
Chinese Flame Tree
Platanus racemosa
California Sycamore
• Variety. A variety of species in terms of shape, color, size and other factors: the gold and red of autumn, the scent of evergreens, flowers during spring, and a kaleidoscope of branching patterns and shadow play.
• Scale and Transparency. Street trees that are appropriate for the urban setting. For instance, trees along commercial streets that at maturity begin branching above commercial signage and allow buildings to be seen through the canopy; or medium sized trees along narrow streets.
The Specific Plan tree list incorporates trees from the City of Redlands Street Tree Policy and Protection Guideline Manual (2013) as well as community input during numerous public workshops. The streets and open spaces planted according to this Specific Plan will result in consistent visual unity within each block or along each street and variety across the entire plan area.
LEGEND
City of Redlands Approved Tree Species
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7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.5. TREES AND PLANTING (CONTINUED)
Trees for Main Commercial Artery (Redlands Blvd.)
Washingtonia filifera
California Fan Palm
Lophosternon confertus
Brisbane Box
Acer pseudoplatanus
Sycamore Maple
Brachychiton populneus
Kurrajong Bottle Tree
Pistacia chinensis
Chinese Pistache
Platanus racemosa
California Sycamore
Tipuana Tipu
Tipu Tree
Quercus agrifolia
Coast Live Oak
Trees for North-South Pedestrian Corridors
Fraximus uhdei
Evergree Ash
Acer pseudoplatanus
Sycamore Maple
Cinnamomum glanduliferum
Nepal Camphor Tree
Brachychiton populneus
Kurrajong Bottle Tree
Fraxinus excelsior
European Ash
Platanus racemosa
California Sycamore
Washingtonia filifera
California Fan Palm
LEGEND
City of Redlands Approved Tree Species
FIGURE 7-14B. REDLANDS TRANSIT VILLAGES SPECIFIC PLAN PLANTING PALETTE Transit Villages Specific Plan
Redlands, California
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LEGEND
State Water Resources Control Board Approved Plant Material City of Redlands Approved Tree Species
Trees for Neighborhood Streets
Jacaranda mimosifolia
Jacaranda
Acer pseudoplatanus
Sycamore Maple
Gleditsia triacanthos
Imperial Honey Locust
Lophosternon confertus
Brisbane Box
Pinus canariensis
Canary Island Pine
Pistacia chinensis
Chinese Pistache
Achillea millefolium
Yarrow
Ceonothus griseus ‘Santa Ana’
California Lilac
Rosa californica
California Wild Rose
Satureja douglasii
Yerba Buena
Carex praegracilis
CA Meadow Sedge
Leymus triticoides
Wild Rye
Juncus patens
CA Grey Rush
Juncus torreyi
Torrey’s Rush
Muhlenbergia rigens
Deer Grass
Shrubs, Grasses, Rushes, and Ground Covers for Parkways and Parks, Plazas, and Open Spaces FIGURE 7-14C. REDLANDS TRANSIT VILLAGES SPECIFIC PLAN PLANTING PALETTE a. Tree Spacing
b. Parkway Width
c. Soil depth
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7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.5. TREES AND PLANTING (CONTINUED)
Agave attenuata
Foxtail Agave
Zauschneria californica
California Fuschia
Salvia clevelandii
California Blue Sage
Eriogonum parvifolium
Buckwheat
Keckiella cordifolia
Heartleaf keckiella
Ceonothus spp.
California Lilac
Aloe spp. Festuca mairei
Atlas Fescue
Carex divulsa
Berkeley Sedge
Muhlenbergia rigens
Deer Grass
Leymus condensatus
Canyon Prince Wild Rye
Grasses and Rushes for Parking Lots
Clematis ligusticifolia
Yerba de Chiva
Cissus antarctica
Kangaroo Vine
Grasses and Rushes for Parking Lots and Parks, Plazas, and Open Spaces
7.6. SUSTAINABLE STORMWATER
The generally porous soil that underlies the Plan Area, coupled with this Plan’s proposed open spaces and new landscaped parkways, provide opportunities for introducing sustainable stormwater management strategies and compatible landscape and streetscape designs. These measures can help to ease stormwater flows and to filter rainwater runoff.
See Chapter 8, Section 8.7 (Sustainable Stormwater Management and Strategies) for green infrastructure rainwater management.
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The inadequately lighted University Street freeway underpass.
Art activation at I-10 underpass
Light + Art + Open Space
Adjacent open space opportunities Art Activation a Freeway Underpass
7.7. UNDERPASSES IMPROVEMENTS
A. Existing Conditions. The introduction of the Interstate 10 freeway reduced access to the Plan Area by limiting the number of streets that connect from one side of the freeway to the other. The remaining streets that were not severed by the introduction of the freeway and pass under the freeway (New York Street, Texas Street, Eureka Street, Orange Street, Sixth Street, Church Street, University Street, Citrus Avenue, and Cyprus Avenue) tend to be lined by narrow sidewalks and have substandard lighting, presenting a dark and uninviting environment for pedestrians and cyclists.
B. Underpass Opportunities. The character and experience of the Plan Area’s various underpasses can be improved by introducing better lighting and interesting art work. The underpasses also can function as gateways into and out of each Station Area. Potential interventions for each Station Area are as follows:
1. New York Street/Esri Station Area. To create safer and more inviting gateways from the neighborhoods to the north of the I-10 freeway, the underpasses at New York Street and Texas Street are improved with better lighting and art work. The existing murals of historic images of Redlands within the Texas Street underpass are retained and enhanced with better lighting and perhaps additional, complementary art work. The New York Street underpass is enhanced with vibrant murals and dynamic lighting.
The introduction of streetscape – and over time, buildings with pedestrian-friendly frontages – leading up to and adjacent to the underpasses will provide a more inviting route from one side of the freeway to the other.
2. Downtown Station Area. In order to generate a more inviting gateway into Downtown, the Eureka Street, Orange Street, and Sixth Street underpasses can be improved with better lighting and additional artwork that complements the existing murals of historic images of Redlands. Signage announcing to travelers they are entering or leaving Downtown could also be introduced.
Street trees are planted along Sixth Street on both sides of the underpass to provide a more formal and appealing lead-up to the underpass.
3. University Street Station Area. Enhancing the environment through the underpass will make it more enticing for residents living in the neighborhoods south of the freeway to leave their car behind and take the 5-minute walk to University Village’s retail, dining, and entertainment amenities. Additionally, artwork such as murals, tile mosaics, creative lighting, and interesting signage can be used to transform the underpass into a unique gateway into University Village and the campus beyond.
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The Zanja during the winter.
A multi-use trail runs adjacent to a riparian creek.
A multi-use trail
Water conveyance channel.
7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
7.8. MILL CREEK ZANJA AND ORANGE BLOSSOM TRAIL
A. Existing Conditions. The Mill Creek Zanja was designated a California Historical Landmark in 1932 and placed on the National Register of Historic Places in 1977. The Zanja was built in 1819 to convey water from Mill Creek to farms located east of the city. Now carrying drainage water and storm runoff, the canal has the double distinction of being the oldest continuously operating irrigation canal in California, and the oldest civil engineering project in Southern California.
Today, the Zanja functions largely as a stormwater channel, running through the University Street and New York Street/Esri station areas in an open channel and through the Downtown Station area in an underground pipe. Except where it passes through Sylvan Park, the historic character of the Zanja is not evident.
The Orange Blossom Trail and the Zanja Trail – which converge to the east of the Specific Plan Area and currently terminate at the eastern edge of the Plan Area – are planned by the City of Redlands General Plan to pass through the University Street Station Area, parallel to the Zanja, and then head westwards to Downtown Redlands and the Esri campus beyond.
B. Zanja and Orange Blossom Trail Opportunities. The City’s designation of the Orange Blossom Trail route parallel to the Zanja within the University Street station area provides an opportunity to transform the Zanja corridor into an active greenway with a riparian landscape character. In addition, the Zanja within the University Street Station Area and adjacent to Jennie Davis Park can be restored to its original historic appearance.
1. New York Street/Esri Station Area. The banks of the existing Zanja as it emerges at Texas Street at Jennie Davis Park, along with the Orange Blossom Trail that runs parallel to it, will be landscaped as an ecological greenway corridor with riparian landscape and native trees and plants. The Zanja/Orange Street corridor will mark the western end of a greenway that connects the University of Redlands to the east and the ESRI Campus to the west, providing a richly landscaped bike trail west of Texas Street and east of Ninth Street connected in between by bike lanes along Redlands Boulevard.
2. Downtown Station Area. The Orange Blossom Trail passes through the Downtown Station Area as a Class II bike lane along Redlands Boulevard.
3. University Street Station Area. Sylvan Boulevard is improved as a wider vehicular street, but is relocated southward to accommodate a new riparian creek adjacent to the Zanja and Orange Blossom Trail. The Greenway, planted with native and riparian landscape, creates a riparian habitat that forms a natural boundary between the University and the village, conveys stormwater, and enlivens the daily life of students and residents who live and work in the area, and pedestrians and cyclists travelling along the Orange Blossom Trail.
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7.8. WAYFINDING SIGNAGE
Wayfinding signage is a coordinated system of signs that provide visual identity, orientation, and information about a district or community.
Redlands would benefit from a wayfinding signage system that directs motorists, bicyclists, and pedestrians to important destinations and also visually announce arrival into the three Station Areas.
A. Wayfinding Design Considerations.
1. Orient signage to provide guidance for people walking, biking, and driving.
2. Locate signage at important gateways, along major streets, at major intersections, along trails, and at public plazas, parks, and open spaces.
3. A system of wayfinding signs should include gateway signs, historic downtown district boundary signs, directional, identification, and informational signs.
4. Design wayfinding signage to celebrate and reinforce the unique character and identity of each Station Area. Signs should have a unified appearance that complements and integrates with the character and color palette of other streetscape elements.
6. Use lettering typefaces and icons that are easy-to-read, easily recognizable, and understandable.
7. Design signage to be simple, free of sign clutter, easy to read, and to contribute to Downtown’s overall identity and sense of place.
8. Design signage to be flexible and capable of evolving over time as additional directional needs develop, while minimizing maintenance costs
9. Design all wayfinding signage to comply with ADA requirements.
B. Traffic and parking wayfinding signage considerations:
1. Introduce signs directing motorists to important destinations such as Downtown, City Hall, Smiley Park, Smiley Library, Sylvan Park, the three train stations, and public parking lots and garages.
2. Introduce signage directing visitors towards the I-10 freeway.
3. Assign a unique identity to each parking lot or garage (branding) so that patrons can easily identify them.
4. Clearly display parking rates to passing motorists in order to allow motorists to make informed parking decisions.
5. Strategically locate signage to provide direction to the moving motorist in time for the motorist to utilize the information.
C. Pedestrian wayfinding signage considerations:
1. Instal directional signage directing pedestrians to important destinations from each station, bus stops, parking areas, and other key locations where people may begin their walking trip.
2. Consider installing “you are here” maps/kiosks at key points in Downtown. These can be triangular, two-sided boards, or tubular. The maps should show all important destinations, parking locations, the train stations, transit routes and stops, bikeways, and locations for bicycle parking.
D. Transit wayfinding signage considerations:
a. Increase the visibility of bus stops by installing prominent bus stop pole signs, introducing more shelters, and increasing lighting.
b. Provide transit coverage maps, schedules, and local area maps at all bus stops.
c. Introduce real-time bus arrival time displays at Downtown bus stops.
This signage program for Frankfort, Kentucky employs a simple design that is free of sign clutter, is easy to read, contributes to the downtown’s overall identity, and is designed for the first-time user.
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7. PUBLIC REALM OF OPEN SPACE AND LANDSCAPE
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INTENTIONALLY LEFT BLANK
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8.0. INTRODUCTION
This chapter discusses the existing and proposed distribution, location, and extent of the utilities infrastructure (potable and non-potable water, wastewater, and gas, electric, and phone), and other essential facilities needed to support the projected Specific Plan development program. It also proposes flood control measures to reduce the size and effects of the floodplain with the Downtown Station Area.
This Infrastructure Chapter is comprised of the following sections:
8.1. Infrastructure Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:2
8.2. Infrastructure Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:2
8.3. Potable Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:2
8.4. Non-potable (Recycled) Water System . . . . . . . . . . . . . . . . . . . 8:4
8.5. Wastewater System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:4
8.6. Floodwaters and Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:6
8.7. Sustainable Stormwater Management and Strategies . . . . . . 8:11
8.8. Dry Utilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8:11 Detail of potable water network. Detail of non-potable water network.
Detail of wastewater network. Detail of existing flood plain.
CHAPTER 8: INFRASTRUCTURE
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8. INFRASTRUCTURE
8.1. INFRASTRUCTURE OBJECTIVES
The Specific Plan area has a mostly-complete utility infrastructure network with the ability to adequately service existing development per existing zoning. However, as the zoning is intensified to accommodate transit-oriented development around the three proposed stations, and as these areas are infilled over time, some upgrades to the utility network will be necessary to support the projected growth. In addition, much of the Plan Area – especially the parcels within a quarter mile of the three train stations – are within the 100-year flood plain. This Specific Plan:
• Ensures that the infrastructure systems are adequate to support the existing and proposed development in a sustainable manner. • Propose methods for reducing the number of properties within the 100-year flood plain.
8.2. INFRASTRUCTURE IMPROVEMENTS
• In order to provide reliable fire suppression, some potable water mains should be upgraded due to their size and age.
• Non-potable water mains should be added to serve the New York Street/Esri and Downtown station areas. University of Redlands holdings should be served by an extended University-owned private non-potable system .
• Several segments of sewer main should be upgraded to avoid pinch-points in the system, which could otherwise be aggravated by intensive development.
8.3. POTABLE WATER
A. Existing Water Supply and Distribution.
1. Potable Water Supply. The City of Redlands currently serves approximately 24,000 customers with a five-year average potable water demand of 26,165 acre-feet per year. Currently, the majority of water is obtained from the Santa Ana River, Mill Creek, and groundwater. The City operates two surface water treatment plants, 20 wells, 37 booster pumps, 18 reservoirs, and 400 miles of transmission and distribution lines to provide water to its customers.
Historical weather data from the National Oceanic and
Atmospheric Administration (NOAA) and water production data for the City was used to identify water supply and demand trends, which most closely represent an average year, single-dry year, and multiple-dry year periods. Data available for analysis came from 1983-2015. Correlation of data indicates that during dry years, both single and multiple, demands can increase to 18.4% and supplies can decrease to 10.3%, cumulatively. Based on the City’s available supplies, the City can continue to meet multiple and single dry year demands. (SBV RUWMP, 2016)
2. Water Distribution. Potable water mains exist in all streets of the plan area, but some are considered inadequate for fire protection due to size and age.
B. Domestic Water Distribution Improvements.
1. Potable Water Demands. Water Demands for Redlands are shown in Table 8-1.
2. New Potable Water Demands of the Specific Plan Program are depicted in Table 8-2.
3. Potable Water System Improvements.
a. The present water system is generally adequate to serve existing development. The existing system consists of a wide variety of construction materials. Water mains within the project area are constructed of asbestos cement pipe, cement mortar lined and coated steel pipe, riveted steel pipe, cement lined riveted steel pipe, standard steel pipe, P.V.C. pipe, steel pipe, cast iron pipe and welded steel pipe.
Generally, only the asbestos cement pipe, cement mortar lined and coated steel pipe, and cast-iron pipe are acceptable and can remain in place.
b. Fire flow minimums will be established by the City for each building and water distribution system. Each installation must meet fire flow requirements.
c. The City has had a couple of Master Plans for water
distribution (Water Master Plan update by James M.
Montgomery Consulting Engineers, Inc., February 1981
and Water Distribution Systems Master Plan by URS,
August 2013) that recommend water main improvements.
According to GIS data, some of the recommended upgrades have happened since the Water Master Plan (1981) was
written and the following recommendations are adjusted
accordingly. The Water Master Plan (2013) did not
recommend any capital improvements within the TVSP area, so the following recommendations should be re-evaluated on a project-by-project basis.
d. Water Master Plan (1981) recommendations for water mains which affect the TVSP area are (See Figure 8-1):
TABLE 8-1. WATER DEMANDS
Land Use Type
Water Demand
gpd/du gpd/acre
Apartments 210
Housing (single family) 280
Hotel (100 gpd/room) 100
Civic (0.10 gpd/sf) 4,536
Commercial (0,05 gpd/sf) 2,178
Parks (0.07 gpd/sf) 3,050
Based on City of Redlands “Water and Sewer Demands Spreadsheet” (May 8, 2019).
Irrigating with recycled water for landscapes and non-potable applications decreases Stormwater flows through the Zanja as it passes through Sylvan Park. dependence on groundwater pumping and imported water sources.
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• The 8” asbestos cement pipe and cast iron main in Colton Avenue from Texas Street to Orange Street should be replaced with a 12” asbestos cement pipe main (2,040 LF).
• Segments of the 8” asbestos cement pipe main in Eureka Street between Colton Avenue and Oriental Street should be replaced with a 12” steel cement lined and mortar coated main. Main shall be connected to existing 12” asbestos
cement main that extends north from Redlands Boulevard
(530 LF).
• The 2” steel and 2” PVC mains in Redlands Boulevard
between Orange Street and Sixth Street should be replaced with a 12” steel cement lined and mortar coated main (660 LF).
• The 8” asbestos cement pipe main in Church Street between Colton Avenue and the alley between State and Citrus avenue should be replaced with a 12” steel cement lined and mortarcoated main (2,500 LF). • The 8” cast iron mains in Stuart Avenue between Texas and New York Streets should be replaced with a 12” steel cement lined and mortar coated main (1,280 LF).
• The 8” steel main in Oriental Avenue between Eureka Street and Third Street should be replaced with an 8” steel cement lined and mortar coated main (600 LF).
• The existing 4” steel main in Ninth Street crossing Redlands Boulevard should be replaced with an 8” steel cement lined and mortar coated main (200 LF).
e. Additional recommendations to support the University Village Specific Plan build-out, based on review of the existing system (also see Figure 8-1), include:
• The 8” main in University Street between Colton Ave and Park Ave should be replaced with a 12” main (1,500 LF).
• The 4” main in Park Ave between University Street and Judson Street should be replaced with a 12” main (3,200 LF).
FIGURE 8-1. EXISTING AND PROPOSED DOMESTIC WATER DISTRIBUTION LEGEND
Existing Water Pipelin
Proposed Water Pipeline Upgrade
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
Eureka St.
Orange St. Orange St.
Sixth St.
Church St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave.
Colton Ave.
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
Route 10
New York St.
TABLE 8-2. TVSP WATER DEMANDS
Station Area Development
Area
Apartment
Units
Residential
Water
Demand
Hotel
Units
Hotel Water
Demand
Commercial Commercial
Water
Demand
Parks Parks Water
Demand
Civic Civic
Water
Demand
Total
Water
Demand
(acres) (#) (gpd) (#) (gpd) (acres) (gpd) (acres) (gpd) (acres) (gpd) (gpd) New York/
Esri
19.20 489 102,690 0 – 2.31 5,031 0.63 1,922 0 – 109,643 Downtown 30.30 916 192,360 90 9,000 2.40 5,227 3.83 11,682 0 – 218,269 University 26.10 595 124,950 129 12,900 5.69 12,393 1.24 3,782 1.29 5,619 159,644 Total 75.60 2,000 420,000 219 21,900 10.40 22,651 5.70 17,385 1.29 5,619 487,555 TOTAL WATER (GPM) 339
TOTAL WATER (AFY) 546
Existing Water Pipeline
TVSP Water Pipeline Upgrade
12”
12”
12”
12”
12”
12”
12” 8”
x”
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8.5. WASTEWATER SYSTEM
A. Existing Wastewater System.
1. Wastewater Treatment. The City treats approximately 5.6 million gallons of wastewater daily. The Redlands Wastewater Treatment Facility is located in northwest Redlands adjacent to the Santa Ana River. The City’s Wastewater Treatment Plant (WWTP) has the capability to treat 9 million gallons a day (MGD) to a secondary level. Of that, 7.2 MGD can be treated to a tertiary level. All wastewater collected and treated is from the City’s service area and is discharged within the City’s service area. The City utilizes all wastewater collected and treated at its WWTP in its service area for distribution to customers and Percolation into Bunker Hill.
The City requires new commercial development to provide dual plumbing for irrigation systems in order to accommodate the use of recycled/non-potable water.
2. Sanitary Sewer System. City Sewer Mains, per the City of Redlands, service the plan area as shown in Figure 8-3. . In general, wastewater effluent from all of the TVSP flows westerly through the University, Downtown and New York Villages toward the treatment plant. Redlands Public Works does not have a sewer model, but is unaware of any problems with the system within the TVSP area.
3. Sewer Demands. Sewer Demands for Redlands are shown in Table 8-3.
4. New Sewer Demands generated by the TVSP development
program are depicted in Table 8-4.
8.4. NON-POTABLE (RECYCLED) WATER SYSTEM
A. Existing Non-Potable Water System. A Study of Non-Potable Water System was prepared by Engineering Resources in January 2005.
The City owns 29 wells that are part of the City’s Non-Potable Water System. The 29 wells have varying levels of solvents, nitrates, pesticides, and ammonium perchlorate and cannot be used for potable water demands without treatment and/or blending. The wells can, however, be used for irrigation and other non-potable uses. In an effort to conserve potable water, the City has been constructing a non-potable water system that utilizes its non-potable water supply and reclaimed water from the City’s Water Reclamation Facility (WRF) for irrigation, landscaping, and industrial uses. The city’s non-potable distribution lines are located in the vicinity of the plan area, as shown in Figure 8-2. The New York Street/Esri and Downtown station areas are in Pressure Zone 2 with the nearest wells located just south of the Esri campus. The University Street station area is in Zone 3, with the University having its own private non-potable water system.
B. Domestic Non-Potable Water System Improvements. The NonPotable Water System plan recommends that:
a. A 12” main be installed in New York Street (2,400 LF), and 20” mains be installed to connect to the two wells south of Esri. These improvements have already been completed.
b. An 8” main be installed from the State Street/Texas Street well east on State Street, north on Texas Street, and east on Oriental Avenue to serve the new Midtown Neighborhood
Park and connect to the existing 8” main in Eureka Street (2,500 LF).
c. An 8” main be installed in Colton Avenue and University Street to accommodate expansion of the system to parks in the University Village area. See Figure 8-2.
FIGURE 8-2. EXISTING AND PROPOSED NON-POTABLE WATER SYSTEM LEGEND
Existing Non-Potable Water Pipeline
Proposed Non-Potable Water Pipeline
TVSP Pipeline Upgrade
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
Eureka St.
Orange St. Orange St.
Sixth St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave.
Colton Ave.
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
Route 10
New York St.
ZONE 2 ZONE 3
Fern Ave.
Lugonia Ave.
Pressure Zone Boundary
8. INFRASTRUCTURE
Church St.
8”
12”
8”
x”
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B. Wastewater System Improvements.
1. Sewer System Improvements. New development within the TVSP will add a total peak hour flow of 1.81 CFS in the peak hour, which is roughly equivalent to the capacity of a 10” sewer. See Figure 8-3.
While a sewer model should be developed to confirm system dynamics, estimated improvements to the system include (see Figure 8-3):
a. A 12” sewer should replace the 8” sewer (or an 8” sewer should be added) in University Street from Park Avenue to the I-10 Freeway (725 LF).
b. An 18” sewer should replace the 15” sewer (or an 8” sewer should be added) in Citrus Avenue from Central Avenue to just past Church Street (1,750 LF).
c. A 12” sewer should be added in State Street from Eureka Street to 1st Street, thence north on 1st St to Redlands Boulevard, thence west on Redlands Boulevard to Texas
Street (2,000 LF).
d. The 1986 Wastewater System Master Plan should be
updated.
FIGURE 8-3. SANITARY SEWER SYSTEM AND PROPOSED UPGRADES LEGEND
Existing Sewer Pipeline
TVSP Sewer Pipeline Upgrade
Specific Plan Boundary
1/4 Mile Pedestrian Shed
1/2 Mile Pedestrian Shed
Redlands Blvd.
Redlands Blvd.
Cajon St.
Stuart Ave.
Tennessee St.
Kansas St.
Brookside Ave.
Olive Ave.
Cypress Ave.
Alabama St.
Eureka St.
Orange St. Orange St.
Sixth St.
Church St.
University St.
Grove St.
Judson St.
Texas St. Texas St.
Colton Ave.
Colton Ave.
Route 10
State St.
State St.
Park Ave.
Citrus Ave. Citrus Ave.
Sylvan Blvd.
Redlands Blvd.
Pine Ave.
Brockton Avenue
Route 10
New York St.
e. Prior to any street construction within the project area, the need for replacement of sewer mains to meet ultimate capacity or to replace for age or condition should be verified. f. The condition of all trunk sewer within the TVSP area, and downstream to the WWTP (8” or above) should be verified. g. Field data on invert elevations should be obtained and plotted on a scaled plan to enable rapid determination of capacity of all lines within the area.
TABLE 8-3. SEWER DEMANDS
Land Use Type
Sewer Load
gpd/du gpd/acre
Apartments 210
Housing (single family) 280
Hotel (100 gpd/room) 100
Civic (0.10 gpd/sf) 4,536
Commercial (0,05 gpd/sf) 2,178
Parks (0.07 gpd/sf) 0
Based on City of Redlands “Water and Sewer Demands Spreadsheet” (May 8, 2019).
TABLE 8-4. TVSP NEW SEWER LOADS
Station Area Development
Area
Apartment
Units
Residential
Sewer Load
Hotel
Units
Hotel Sewer
Load
Commercial Commercial
Sewer Load
Civic Civic Sewer
Load
Total Sewer
Load
(acres) (#) (gpd) (#) (gpd) (acres) (gpd) (acres) (gpd) (gpd) New York/
Esri
19.20 489 102,690 0 – 2.31 5,031 0 – 107,721
Downtown 30.30 916 192,360 90 9,000 2.40 5,227 0 – 206,587 University 26.10 595 124,950 129 12,900 5.69 12,393 1.29 5,619 154,177 Total 75.60 2,000 420,000 219 21,900 10.40 22,651 1.29 5,619 468,486 12”
18”
12”
x”
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Redlands, California
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FIGURE 8-4. EXISTING 100-YEAR FEMA FLOOD PLAIN
LEGEND
Specific Plan Boundary
Flood Plain
8.6. FLOODWATERS AND DRAINAGE
A. Existing Floodwaters and Drainage.
1. Flooding. The TVSP area has historically experienced flooding during moderate storm events. Portions of the plan area – particularly the majority of the parcels within a quarter mile of the three stations – are located within the Flood Zone (see Figure 8-4). Per the Redlands Floodplain Regulations, in a FEMA Floodzone any new “occupiable” finished floor must be at least two feet above the 1% (100-year) base flood elevation.
In addition, any floodplain cross-section modifications (earthen platforms) may not cause more than a one-foot water surface elevation increase upstream. These floodplain conditions create significant challenges to existing and new development, especially in commercial zones where zero-step entries are required.
2. Drainage. Per the 2014 Master Plan of Drainage (MPD) Executive Summary, the causes of the flooding include both local and regional storm drain deficiencies. The main cause of the flooding is a lack of conveyance capacities in the Mission Zanja (Zanja), the Redlands Boulevard storm drain, and the Oriental storm drain. With a capacity of approximately 2,400 cubic feet per second (CFS), the Redlands Boulevard storm drain receives over 4,200 CFS from the Zanja and the Carrot storm drain and 4,000 CFS from Reservoir Canyon and the Oriental storm drains. All four of these tributaries experience a confluence near the intersection of Redlands Boulevard and Ninth Street.
Over the past three decades, the focus of several studies has been to reduce the flood potential from the Zanja and Reservoir Canyon storm drain. Several alternatives have been investigated and proposed, ranging from multiple detention basins, to a downtown “bypass” structure that would direct Zanja flows around the Redlands Boulevard storm drain.
The May 2014 MPD Proposed Priorities (see Figure 8-5) show proposed high priority improvements for the plan area. The MPD also provides details and cost estimates.
In addition, the MPD describes the two following alternatives for dramatically reducing flood events in the downtown area:
• Alternate 1. A 15’W x 9’H RCB added in Redlands Boulevard (see Figure 8-6).
• Alternate 2. A 12’W x 8’H RCB located midblock north of Redlands Boulevard that by-passes Redlands Boulevard (see Figure 8-7).
B. Flooding and Drainage Improvements.
1. Downtown Station Area Improvements.
a. Prepare and Process a Letter of Map Revision (LOMR).
Additional advanced hydrologic modeling (see Appendix A) was performed to investigate the parameters of the existing Flood Insurance Rate Map (FIRM) and determine the
feasibility of removing properties from the Floodplain. It was found that modeling using new precise LIDAR topography
and advanced hydrology software could result in a potentially reduced Floodplain Area. See Figure 8-8 as compared to
Figure 8-4.
While the LOMR process may cost the City $100,000, it a) could potentially result in the removal of approximately 155 core properties from being subject to the City’s Floodplain Regulations, b) would subsequently eliminate the associated private Floodplain Insurance costs these property owners pay on an annual basis (estimated at $2,000 per property per year), c) would accordingly encourage and facilitate
8. INFRASTRUCTURE
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FIGURE 8-5. REDLANDS MASTER PLAN OF DRAINAGE PROPOSED PRIORITIES. development on these properties, and d) would result in street-oriented, pedestrian-friendly buildings since new buildings would not need to be raised two feet above the floodplain.
b. Implement MPD Alternative 1 for Downtown. The additional advanced hydrologic modeling found that implementation
of Alternative 1 from the MPD resulted in further significant reduction of the Floodplain area. See Figure 8-9.
While the MPD Alternative 1 process and construction may cost the City $15 million, it a) could remove an additional 231 core properties from being subject to the City’s
Floodplain Regulations, b) would eliminate the associated private Floodplain Insurance costs these property owners pay on an annual basis (estimated at $2,000 per property per year), c) would accordingly encourage and facilitate development on these properties, and d) would result in street-oriented, pedestrian-friendly buildings since new buildings would not need to be raised two feet above the floodplain.
2. University Street Station Area Improvements. The Zanja channel that runs through this station area is undersized. It is recommended that a diversion drainage system be explored that intercepts flows near or east of North Grove Street where it would be conveyed parallel to the Zanja and discharged (into the Zanja) just upstream of the I-10 underpass.
3. New York Street/Esri Station Area Improvements. The Zanja channel (Mission Creek) that runs through this station area is undersized, yet some flood conveyance capacity could be improved by increasing the sizes of the Kansas Street, New York Street, and Tennessee Street crossings. At Tennessee Street, the crossing height is restricted most likely due to utility crossings.
It is recommended that the City evaluate the crossings
downstream of the Esri campus within the Mission Creek (Zanja channel) to potentially increase the flow capacity to the channel.
This task would include evaluating/improving the crossings from approximately Alabama Street to New York Street.
4. Improvements for Properties Subject to Floodplain Regulations.
As mentioned above, all new retail, commercial, and multifamily development on properties within the floodplain must, per the City’s Floodplain Regulations, employ flood mitigation measures that raise the ground floors to safe levels. However, until this happens, there are a number of design responses that can ensure that these mitigation measures maintain a streetoriented, pedestrian-friendly urban character. These urban regulations are as follows:
a. Provide flood control mitigations that raise the ground floors on all new retail, commercial, and multi-family development so that measures implemented are seamless with existing fabric in terms of scale, frontage, and fenestration.
b. Ensure that measures implemented do not detract from the experience of the pedestrian and that the measures encroach as little as possible into the public right of way, while at the same time remain as accessible as possible.
c. All development in the TVSP area must adhere to these standards:
• Measures undertaken must raise ground levels to comply with safe levels as established by City of Redlands
Floodplain Regulations and FEMA Flood Zone maps.
“Safe Levels” will be established on a case by case basis LEGEND
Specific Plan Boundary
Open Channel
Proposed Main Line Priority
1A
1B
2 3
Existing Storm Drain
2 Storm Drain Facility ID
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FIGURE 8-7. MASTER PLAN OF DRAINAGE ALTERNATIVE 2.
FIGURE 8-6. MASTER PLAN OF DRAINAGE ALTERNATIVE 1
8.6. FLOODWATER AND STORMWATER (CONTINUED)
8. INFRASTRUCTURE
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FIGURE 8-9. 100-YEAR FLOOD PLAIN WITH IMPLEMENTATION OF MPD ALTERNATIVE 1 (CULVERT IN REDLANDS BOULEVARD.
FIGURE 8-8. 100-YEAR FLOOD PLAIN MODELED WITH LIDAR TOPOGRAPHY AND ADVANCED HYDRAULIC MODELING Redlands Regular Meeting of 10-18-22 525 of 1815
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by the Project Engineer and reviewed and approved by the Chief Building Official.
• Measures undertaken shall comply with the American Disabilities Act and the State Building Code. These shall provide appropriate ramping for handicapped access.
• Wheelchair ramps may extend or project into a required rear or sideyard but shall be designed to minimize the encroachment in the required front yard.
• Measures undertaken shall not present large blank walls to the public right-of-way. At least 75% of a building’s frontage should be activated with steps, landscaping, street furniture, etc. • There shall be breaks in any flood control intervention such as raised sidewalks, every 30 feet. Examples of features that can break up the monotony of flood control interventions include stairways, entrances, and planting features.
• Windowsills of new buildings shall be in character (in terms of height and placement) with adjacent buildings.
• A ramp may only occupy up to 15 % of building frontage.
Properties with limited frontage may be exempted from this through design review by the Development Services Department. • Ramps and ramp handrails on all ramps greater than 20 feet in length must be hidden behind street walls or landscaping features such as hedges.
• Elevated sidewalks, arcades, and galleries can only be utilized when the new development is greater than 120’ in width.
Removing properties from the flood plain is essential for creating an urban, pedestrian-friendly environment where buildings – especially those with retail ground floors – can be accessed directly from the sidewalk, as is currently the case in Redlands’ Downtown commercial district. Directly sidewalk access into buildings is the defining characteristic of virtually every successful American downtown and is critical for generating active, vibrant streets. Per existing standards, new buildings that are introduced along streets such as State Street east of Orange Street, where properties are currently located one foot below the floodplain, would need to have ground floors that are three feet above adjacent existing buildings (since, per City standards, the new ground floors must be located two feet above the floodplain).
As seen in Figure 8-9, implementation of MPD Alternative 1 removes all the properties along State Street from the floodplain. It also raises above the floodplain the parking lots along Citrus Avenue that could accommodate future infill, resulting in development with ground floor levels consistent with existing, surrounding Downtown buildings.
Similarly, creating a walkable environment around the three stations (especially the Downtown and University Village stations, which are both located below the floodplain) is essential to generating successful, transit-oriented places. Like Downtown, a mixed-use retail environment is planned for the are around the University Street station.
Finally, removing properties from the floodplain – especially if the implementation costs are paid for by State or Federal grants – would lower the cost of development and accordingly encourage and facilitate development. Once built, the new development will generate tax revenues for the City.
8. INFRASTRUCTURE
Tree Zippers.
Park Pond.
Tree Pocket and Pervious Pavers.
Simple Green Street.
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8.7. SUSTAINABLE STORMWATER MANAGEMENT AND
STRATEGIES
A. Conventional Stormwater Management. Also known as pave-pipeand-dump, conventional engineering treats rainwater as a waste product and tries to collect, channelize, and dump it in pipes and rivers.
B. Green Infrastructure Rainwater Management. Also known as low impact design, green infrastructure attempts to mimic nature by capturing and infiltrating rainwater near to where it falls, thus reducing pipe sizes and increasing groundwater recharge while creating spaces that people enjoy.
1. Green Infrastructure Best Management Practices (BMPs). a. Tree Pockets and Tree Zippers. This is a road diet practice in which pavement is removed in order to plant trees. A tree pocket is often installed every couple of parking spaces, and a tree zipper involves removing a strip of asphalt and planting trees along the strip – often to create a protected bike lane.
b. Simple Green Streets. This is a green infrastructure practice in which the street side planting strip is scooped out, trees are planted, and curbs are slotted to allow rainwater to enter and leave the planting strip.
c. Park Ponds. This is a multi-purpose green infrastructure in which parks are depressed so that they can serve a dual role as a retention pond.
d. Pervious Pavers. Pervious pavers allow rainwater to
infiltrate between the pavers and into the gravels and soils underneath the pavers.
In general, conventional stormwater management addresses the large storm events that cause flooding while green infrastructure addresses the smaller events that cause nuisance flows and first-flush pollution. It should be noted that the smaller events comprise, typically, over 85% of the annual rainfall. Thus, BMPs need to be evaluated and selected on a project-by-project basis.
8.8. DRY UTILITIES
A. Dry Utilities. As new development occurs, undergrounding of utilities shall be required for lines that are less than 66 kV. For lines 66kV or greater, the City may consider working with a developer to utilize existing undergrounding funds in order to underground these larger utilities. GTE (telephone), Southern California Edison (electrical) and Southern California Gas (gas)) have indicated that their existing facilities and policies are adequate to serve the existing and future development.
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9.1. SPECIFIC PLAN IMPLEMENTATION BACKGROUND
In November 2018 HR&A Advisors, Inc. concluded a market analysis of the Transit Villages Specific Plan (TVSP) area to inform the plan’s guiding principles and recommendations. The firm analyzed office, retail, and residential land uses and observed the following:
A. Office Market. The office market saw significant growth prior to the 2008 recession, adding nearly 1.0 million square feet of space, mostly in freeway-adjacent areas. Since then however, there has been little additional development, with the market absorbing existing inventory.
The office market in Redlands has consistently higher rents than its secondary market, but Redlands office rents have not reached pre‐ recession levels. However, Downtown Redlands outperforms the citywide average with higher rents and lower vacancy compared to the newer office inventory.
B. Retail Market. Redlands is a net importer of retail dollars, meaning consumers already see Redlands as a regional retail destination.
Most of the retail inventory is located in shopping centers, however, projects like the Redlands Packing House demonstrate a market shift toward higher-end experiential retail placemaking.
Retail spaces in Downtown Redlands are performing considerably well. With limited recent deliveries and favorable location, standalone retail in Downtown has relatively higher rents and lower vacancies than traditional shopping center retail inventory. The University Street Station Area lacks retail spaces and the New York Street/Esri Station Area mostly has suburban style retail strip centers, which are both dated and underperforming. With the new Arrow Line, there is a potential of building on the success of the Downtown and extending that experience along Redland Boulevard and at the new transit station areas. With higher density developments, both residential and employment-generating uses are likely to require supportive retail spaces to cater to their needs.
C. Residential Market. The residential market in Redlands is comparatively stronger than its neighboring cities, with higher rents and lower vacancies. However, very little new inventory has been added in the last ten years, inclusive of the TVSP area, and market expansion has been limited.
Regional and city growth projections anticipate significant addition in number of jobs and residents, but current trends indicate that the residential market is not growing fast enough to catch up with the growth. For the TVSP area, which is comprised of predominantly single-family homes (and commercial areas), the Arrow Line offers the City an opportunity to explore planning tools that would enable higher density residential developments that could capture and retain employment and resident growth.
9.2. SPECIFIC PLAN IMPLEMENTATION RECOMMENDATIONS
A. Principles for Development. The observations from this market study informed the creation of four principles for development in the TVSP:
1. Densify housing.
2. Allow for mixed-use districts.
3. Invest in the public realm.
4. Encourage employment generating uses.
B. Implementation Recommendations. These principles, in turn, guided recommendations for each station area:
1. New York Street/Esri Station Area
• Support Esri’s growth through planning for high-density, mixeduse, residential options; • Leverage Esri’s presence by planning for employmentgenerating uses to attract more innovation-based companies; and
• Introduce a community-serving retail component to support the new residential development.
2. Downtown Station Area
• Capitalize on growing trend of experiential food & beverage and entertainment-focused retail spaces;
• Leverage access to transit to attract and retain residents, employees, and visitors to catalyze economic vitality; and • Establish an organization that will promote and attract investments in downtown Redlands.
3. University Street Station Area
• Expand residential options for the University-based employees and students with attention to off-campus, multifamily, affordable and mixed-income housing; and
• Encourage student-oriented, pedestrian-accessible retail options that do not compete with downtown Redlands.
9.0. INTRODUCTION
This Chapter provides a framework for implementation of the Transit Villages Specific Plan (TVSP), focusing on six key categories: flood control; parking; parks and open space; streetscape and utilities; land use and housing; and Transportation. For each category it identifies key actions and funding and financing strategies for implementing these. This Chapter also includes Specific Plan administration procedures, including amending this Specific Plan.
This Implementation and Administration Chapter is comprised of the following sections:
9.1. Specific Plan Implementation Background . . . . . . . . . . . . . . . . 9:1
9.2. Specific Plan Implementation Recommendations . . . . . . . . . . 9:1
9.3. Implementation Framework . . . . . . . . . . . . . . . . . . . . . . . . . . . 9:2
9.4. Specific Plan Amendment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9:6
9.5. Specific Plan Entitlement and Permit Process . . . . . . . . . . . . . 9:6 Redlands Regular Meeting of 10-18-22 529 of 1815
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9. IMPLEMENTATION AND ADMINISTRATION
9.3. IMPLEMENTATION FRAMEWORK
This section offers a framework for implementation of the TVSP which will help realize these station area recommendations. It is organized by core areas of focus in the TVSP (e.g., Flood Control, Parks and Open Space Networks, Land Use and Housing) with pertinent implementation strategies. These strategies seek to address and balance four key overarching needs: flood control infrastructure, green infrastructure, fiscal sustainability, and delivery of community benefits.
A Funding Matrix (Table 9-1). is located at the end of this section that identifies key funding sources and tools relevant to this chapter’s implementation strategies. This list is non-exhaustive but details many of the funding sources available to the City today. Moreover, since the California public financing landscape is constantly changing, the requirements and applicability of many of these tools may change over time and new tools may become available. The City should continuously review and update this matrix based on changes to the Federal, State and Local funding landscape.
The suitability of each of these tools often depends upon the characteristic of the station area and particular project being considered.
As such, the matrix indicates applicability to infill, greenfield, or large redevelopment sites. In general, the Downtown Station contains mostly infill opportunities and a large redevelopment opportunity at the former Redlands Mall, while the New York Street/Esri Station and the University Street Station feature greenfield development opportunities. This chapter does not suggest that all sources and tools should be used together.
Rather, the most effective funding tools should be carefully selected and applied based on the geographic context, market and political feasibility, and City policy goals.
A. Flood Control. Completion of Flood Control measures is central to the realization of the TVSP. With a majority of properties within a quarter mile of each station area lying in the 100-year floodplain, development in areas closest to the rail stations will be limited until Flood Control infrastructure is completed.
1. Flood Control Strategy. Actions for flood control include:
• Prioritize flood control improvements early in the TVSP implementation to unlock value of properties in the 100-year floodplain. These improvements are critical to realizing the development potential of the majority of properties within a quarter mile of each station area, allowing for a reduction in flood insurance cost and building restrictions (see section 8.6).
2. Flood Control Financing. Actions to fund improvements include:
• Explore partnerships with major land-owners to help fund infrastructure improvements. Partnerships could be especially successful for flood control improvements due to their tangible and visible link to property value. These partnerships could be in-kind contributions or formalized through a Community Facilities District (CFD) or Impact Fee.
• Explore applying for federal and state grants to offset the capital cost of improvements.
B. Parking. Parking, while a necessity, is a significant burden on development costs, particularly in land constrained areas like Downtown Redlands. Efficiently using existing and future parking inventory can reduce developer obligations on parking and make higher density development viable in the near term. The Downtown parking strategies are dependent on market conditions, and accordingly many of them may not be realized in the early phases of the implementation of this Plan, while some, such as instituting a pay for parking program, will require further actions by future developers and/or the City. In particular, the delivery of the Stuart Avenue Parking Garage, key to establishing a shared parking district, will require either up-front bonding from the City or a public-private partnership due to few alternative revenue sources early in the TVSP’s implementation. Parking implementation strategies can be found in Chapter 6 of the TVSP.
C. Parks and Open Space Networks. New parks and open space will not only provide new spaces for recreation and relaxation but help enhance the public realm, critical in encouraging increased pedestrian activity and establishing greater connection between the three station areas.
1. Parks and Open Space Networks Strategy. Actions for parks and open space networks include:
• Prioritize greenways and trail improvements which, as proven real estate value generators, can help increase value capture capacity early on. Priority improvements include the Midtown Neighborhood Greenbelt, Zanja Greenway, and the Mill Creek Zanja, in the Downtown, New York Street/Esri and University Street station areas respectively (see sections 7.9, 7.10, 7.11), as well as the Orange Blossom Trail which traverses all station areas (see section 5.2).
• Consider phasing in open space to keep pace with
development. Investment in open space should be
benchmarked to the planned open space per resident upon full build-out for each station area.
2. Parks and Open Space Networks Funding Mechanisms. Actions to fund or encourage private delivery of improvements include:
• Consider using Enhanced Infrastructure Financing District (“EIFD”) bonding to fund initial park and open space capital expenses.
• Consider using a Mello-Roos Community Facilities District (“CFD”) to fund park and open space capital costs,
maintenance and operations.
• Consider using Quimby Fees as a means of establishing open space and related improvements in the TVSP.
• Consider recalibrating existing or implementing new developer impact fees to fund improvements. Alternatively, fees may be waved in exchange for developer-led capital improvements. • Explore establishing a community benefits program that includes parks and open space as a benefit which private investment can be directed towards in exchange for more generous development standards.
• Explore voluntary partnerships with major local businesses and institutions to help fund open space improvements. The structure of each deal would determine the role of each party regarding capital expenditures and ongoing operations and maintenance funding.
• Consider the establishment of a BID or TID in Downtown to maintain the open space improvements within the District.
Both allow funding of capital improvements and maintenance but feature different governance structures creating different revenue sources and representation.
• Explore federal and state grants to offset the capital cost of improvements.
D. Streetscape and Utilities. The TVSP calls for extensive improvements to underground utilities and streetscapes. Careful attention to the order and speed of implementation of improvements will be important to maximize efficacy of public funds while minimizing negative impacts on existing residents and businesses.
1. Streetscape and Utilities Strategy. Actions for streetscape and utility improvements include:
• Implement water and sewer infrastructure improvements that serve as the foundation for future development under the TVSP before other surface-level infrastructure. Focusing on subterranean improvements (see sections 8.3, 8.4, and
8.5) first will reduce risk of having to remove and replace circulation, transportation, and open space improvements.
Additionally, water and sewer improvements will allow the intensity of development outlined under the TVSP to occur without aggravation on the overall systems.
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• Consider an incremental approach to transit corridor and transportation infrastructure improvements (e.g. new
sidewalks, street redesigns, street tree plantings) to allow use of non-general fund sources of financing. This includes funds through tax-increment financing (via a potential EIFD), impact fees, development agreements, public-private partnerships, community facility district funds, among others.
• Develop a Curb Space Management plan that ensures pickup and drop-off areas are provided where necessary without stopping traffic flow. This will be accomplished by providing designated curb space for transportation network companies in each commercial block.
• Collaborate with Omnitrans to deliver curbside improvements near station areas and along key transit routes within the TVSP. • Collaborate with car share, bike share, and emerging mobility providers to locate stations for car share parking, multiple bike fixed stations, bike parking areas for dockless programs, and parking for other emerging technologies that aid small trips, such as motorized scooters.
2. Streetscape and Utilities Funding Mechanisms. Actions to fund or encourage private delivery of improvements include:
• Consider forming an Enhance Infrastructure Financing District (EIFD) to fund initial streetscape and utility capital expenses. • Consider use of parking revenues from the TID for
improvements including streetscape, transit, bicycle and pedestrian improvements.
• Consider using a Mello-Roos CFD to fund streetscape and utility maintenance.
• Consider recalibrating existing or implementing new developer impact fees to fund improvements. Alternatively, fees may be waved in exchange for developer-led capital improvements. • Consider requiring new development to deliver infrastructure upgrades in the public right-of-way, including active
transportation improvements (e.g., sidewalks, bike facilities) and climate resiliency upgrades (e.g., street trees, bioswales). • Explore applying for federal and state grants to offset the capital cost of improvements.
E. Land Use and Housing. The TVSP envisions significant new development within each station area. The following strategies encourage new development that is high-quality, inclusive, and maximizes public value creation.
1. Development Incentives. Development can be incentivized in the TVSP through the following means:
• Explore building intensity minimums in transit-oriented development zones to encourage higher density and mixed-use development which supports creating walkable neighborhoods around the City’s three rail stations.
• Consider implementing a clearly defined and streamlined development approvals framework that incentivizes
development by lessening perceived development risk to invest in the TVSP.
• Explore implementing a subvention program on locally
collected property taxes for new improved value on commercial properties that meet development intensity requirements and provide community benefits. Any such program should contain a sunset provision, as this would be a temporary means to catalyze desired development in the TVSP early in the plan’s implementation.
• Consider establishing a BID or TID in Downtown to increase the attractiveness of the area to new investment.
2. Affordable Housing Strategies. Actions to increase affordable housing production include:
• Encourage use of the State of California Density Bonus Law to support the construction of affordable housing. The California Density Bonus Law (California Government Code Section 65915 – 69518) is a mechanism which allows housing developers to obtain more favorable local development
requirements in exchange for offering to build or donate land for affordable or senior units. Developers that provide affordable or senior housing units may be rewarded with up to a 35% increase in project density or a larger package of incentives, including reduced parking, setbacks and minimum square footage requirements.
• Consider establishing an inclusionary housing policy to support the construction of affordable housing. With the help of a consultant, this policy can be calibrated to maximize affordable housing production without stifling overall housing production.
3. Affordable Housing Funding. Actions to increase affordable housing funding include:
• Pursue new sources of funding for affordable housing, including a “linkage fee” on new commercial development. • Explore establishing a community benefits program that includes affordable housing as a benefit which private
investment can be directed towards in exchange for more generous development standards.
4. Publicly Owned Land. Actions for publicly owned land include:
• Develop a centralized inventory of publicly owned parcels within the TVSP to identify vacant or underutilized parcels with economic development potential.
• Coordinate with the County of San Bernardino to attain right of first refusal on privately owned tax-delinquent properties that would otherwise be disposed of in auction, and then acquire them as publicly owned land for economic development uses. • Coordinate with public agencies to develop preferred
development programs for publicly owned sites that are both market-supportable and align with the goals of the TVSP. • Consider delaying disposition or long-term leasing of City assets within a quarter mile of each station area until the rail line arrives to maximize value capture potential. These proceeds can subsequently be reinvested into the TVSP area. • Include development guidelines and stipulations to encourage high quality development. Any disposition or ground lease should be discounted to ensure new development meets the development intensity, transit-oriented design, and community benefits envisioned under the TVSP.
5. Redlands Mall. Actions for the Redlands Mall include:
• Consider establishing performance-based entitlements for the redevelopment project. Despite being privately held, the TVSP creates value to the Redlands Mall site, primarily through increased development capacity. The City should explore having entitlements at various stages of redevelopment tied to private delivery of key public benefits that reflect City priorities. A nonexhaustive list of these priorities includes site infrastructure, park and open space, and shared parking.
• Consider establishing overlapping EIFD and Mello-Roos CFD districts to created dedicated funding streams for on-site infrastructure improvements.
F. Transportation Improvements. The TVSP envisions significant changes to the City’s road network and streetscape. With close collaboration with appropriate partners, these changes can significantly improve the travel experience for non-auto users in each of the station areas.
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TABLE 9-1. FUNDING TOOL MATRIX
Tools Description Infill Greenfield Large Redev. City Action Enhanced
Infrastructure
Financing District
("EIFD")
EIFDs divert future local property tax revenues to either pay directly for or issue bonds for the construction of infrastructure
and public facility improvements. EIFDs
were established in 2015 and have been
subsequently refined to finance capital costs
associated with public works, such as transportation, transit, parks, water and sewer facilities, and flood control and drainage.
x x x Consider a feasibility study to evaluate
district boundary alternatives, funding capacity, formation of single or multiple districts, and the political support to issue debt. Any EIFD should be established early to increase total
bonding capacity in later years. This
bonding should focus on delivering
transportation and circulation infrastructure upgrades and major projects needed to realize the proposed open
space network.
Mello-Roos
Community Facilities
District (“CFD”)
CFDs, established pursuant to the MelloRoos Community Facilities District Act of 1982, are special districts authorized to levy
a special tax and issue tax exempt bonds for
financing of public facilities and services.
x x x Consider the establishment of a CFD
as a means of funding the operations
and maintenance of public infrastructure as well as costs associated with conservation planning, maintenance,
and improvements related to open
space in the TVSP.
EIFD and CFD
Combination
These two financing tools are often combined together to encourage greater property owner participation in the CFD. The additional tax levy on property owners from the CFD is eventually rebated using dedicated
EIFD funds as the property tax base grows.
x x x See above
Community Benefits
Program
A community benefits program enables a
city to conduct more streamlined and transparent negotiations with developers for an equitable package of “public benefits” in
return for the city granting more generous
development standards for projects that are
otherwise consistent with city policy objectives. An evaluation tool helps systematically quantify the "economic value" of a proposed
zone change, General Plan amendment,
and/or development agreement.
x x x Conduct a financial feasibility analysis
through the assistance of a real estate
economics consultant to assess the
financial threshold and market appetite to support community benefits.
Community benefits can include various infrastructure projects outlined in the TVSP, including many open space
improvements.
Hire a consultant to create a transparent and user-friendly evaluation model for future use when assessing new
development proposals.
Business
Improvement District
("BID")
BIDS, established under the Parking and
Business Law of 1989, allow cities to levy
assessments against businesses in a defined
district to fund improvements or services
that benefit businesses in the district.
x Consider formation. A BID or PBID
could be especially useful in the
Downtown Redlands station area
which features a high concentration of
businesses in a walkable environment.
The BID could assist with security,
cleaning, and marketing of the district.
Property and
Businesses
Improvement District
("PBIDS")
PBIDs, established under the Property and
Business Improvement District Law of 1994,
allow cities to levy assessments on property
or business owners in a defined district to
fund improvements or services that benefit
assessed properties in the district.
x
9. IMPLEMENTATION AND ADMINISTRATION
9.3. IMPLEMENTATION FRAMEWORK (CONTINUED)
1. Public Transit Strategies. Actions to improve access to public transit for workers and residents in the TVSP include:
• Continue to work with regional transit service providers to bring rail to Redlands.
• Collaborate with Omitrans to adjust bus routes to maximize use of and access to the rail line and accommodate the new proposed street network.
• Improve pedestrian and bicycle connectivity from the new rail stations to the specific plan area.
2. Alternative Transportation. Actions to encourage the use of alternative forms of transportation include:
• Continue to implement recommendations in the 2014 City of Redlands Bike Master Plan that will service the TVSP as well as connections from the TVSP to the regional bike network. • Provide clearly identified and conveniently located bike parking along all mixed use and commercial streets in the specific plan area.
• Provide safe and conveniently located sheltered or indoor parking for long-term parkers.
• Implement new code regulations that require office and commercial uses to have access to safe and conveniently located lockers and showers.
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TABLE 9-1. FUNDING TOOL MATRIX
Tools Description Infill Greenfield Large Redev. City Action Transportation
Improvement District
(“TID”)
TIDs, otherwise known as parking benefit
districts ("PBD"s), allocate parking revenues
for a wide range of improvements within
the District’s boundaries, including parking
construction and operations, streetscape
improvements; transit, bicycle and pedestrian improvements, Transportation Demand Management programs, and other programs
that benefit the District, such as security,
street cleaning, and marketing.
x Consider formation. A TID could be
especially useful in the Downtown
Redlands station area which features
high parking demand and a high number of streetscape and transportation improvements.
Developer Impact
Fees
Fees levied on new or proposed development to cover costs of providing public services to this development. x x x Consider implementing new or recalibrating existing developer impact fees to fund improvements. New or existing fees should be calibrated to ensure financial viability of area development
projects and revised periodically to
respond to market conditions and
completion of TVSP improvements.
Quimby Fees The Quimby Act allows California cities and counties to pass ordinances requiring developers to set aside land, donate conservation easements, or pay fees for park improvements. Any land required to be dedicated or fees required to be paid can only be used
to acquire new parkland or fund capital
improvements at existing park facilities, not
to offset park operation and maintenance
costs.
x x x Consider dedicating fees to improvements in the TVSP.
Better Utilizing
Investments
to Leverage
Development
(“BUILD”) Grants
Federal grant program administered by
U.S. DOT which provides funding for multimodal, multi-jurisdictional projects that may not qualify as easily for traditional U.S. DOT
program.
x x x Consider applying
Flood Mitigation
Assistance Grant
Program
Federal program administered by the Federal
Emergency Management Agency, which provides eligible communities funds to reduce or eliminate long-term funding risk to structures insured under the National Flood Insurance Program.
x x x Consider applying
Infrastructure for
Rebuilding America
(“INFRA”) Grants
Federal grant program administered by U.S.
DOT to fund infrastructure projects. Local
jurisdictions are eligible to apply and can
use proceeds for public works.
x x x Consider applying
Safe Routes to School
(“SRTS”) Grant
Program
State and Federal funding grant program
administered by Caltrans which provides
eligible infrastructure projects that enhance
student bicycle and pedestrian access to
local schools.
x x x Consider applying
State of California’s
Infill Infrastructure
Grant Program
State grant program administered by the
California Department of Housing and
Community Development which funds infrastructure improvements to facilitate new infill housing.
x x Consider applying
(CONTINUED)
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9.4. SPECIFIC PLAN AMENDMENT
A. Applicability. The provisions and public improvements described in this Transit Villages Specific Plan shall apply to all properties and proposed public improvements within the Transit Villages Specific Plan area.
B. Administration and Enforcement. It shall be the duty of the City of Redlands to enforce the provisions set forth in the Transit Villages Specific Plan. See Section 4.1 (Purpose and Applicability) of the Development Code Chapter for administration procedures of the Development Code.
C. Specific Plan Amendment Procedures. This Transit Villages Specific Plan may be amended as site-specific circumstances change from the time of writing, to respond to new State or federal law, to ensure compliance with any General Plan amendments that are made, or to modify policies that may become obsolete or unrealistic over time.
The Transit Villages Specific Plan may be amended according to the requirements of Redlands Municipal Code Chapter 18.204 and California Government Code Sections 65350-65456, 65453, 65454, and 65456, and as summarized in the following provisions:
1. General Plan Consistency.
a. This Specific Plan and its Development Code may not be amended unless the amendment is consistent with the City of Redlands 2035 General Plan.
2. Initiation. Specific plan amendments may be initiated per the following procedures:
a. The planning commission may initiate proceedings by motion. b. The city council may initiate proceedings by motion, and then refer the matter to the planning commission for public hearing. c. The planning department may propose amendments to the planning commission for consideration.
3. Noticing.
a. If the amendment to this Specific Plan would have an effect on the permitted form or uses of property/properties within the Specific Plan boundaries, then:
i. Notice of public hearing must be given 10 days prior to:
property owner(s); project applicants; each local agency that will provide infrastructure or other necessary facilities or services to the project; and all owners of property within 300 feet of the boundaries of the property that is the subject of the hearing (see Government Code Section 65091).
ii. Where the notice would affect more than 1,000 people, a 1/8-page newspaper advertisement can substitute the above noticing requirement.
iii. Notice must also be given in advance to anyone who requests it in writing and in any other manner it deems necessary or desirable.
4. Public Hearing.
a. Planning Commission. The Planning Commission will hold a public hearing on the amendment to the Specific Plan and make a recommendation to the City Council.
b. City Council.
i. The City Council must hold at least one public hearing before amending the Specific Plan.
ii. The Council will then decide to approve, conditionally approve, or deny the amendments.
iii. The City Council’s decision on the amendment is final, subject to appeal.
c. Appeals. Appeals are subject to the rules and regulations of Redlands Municipal Code, Chapter 1.06.
9. IMPLEMENTATION AND ADMINISTRATION
9.5. SPECIFIC PLAN ENTITLEMENT AND PERMIT PROCESS
A. Commission Review and Approval.
1. Applicability. Projects or new individual buildings shall require site plan approval in accordance with RMC Chapter 18.12 (Sections
18.12.070 through 18.12.130) prior to the issuance of any building, engineering, or construction permits. Projects or individual buildings that require site plan approval under RMC Chapter 18.12 shall also require architectural review by the Planning Commission subject to the objective design standards of this Specific Plan prior to the issuance of any building permit. Projects or individual buildings which occur within an area for which a Master Planned Development Permit (or “Planned Development”) has already been issued must still obtain a Commission Review & Approval permit prior to the issuance of any building, engineering, or construction permits.
2. Process. The requirements and procedures for Commission Review & Approval shall be consistent with the applicable provisions of RMC Chapter 18.12. Submittal items and
requirements for a Commission Review & Approval shall be those listed on the applicable development application form(s) provided by the Development Services Department.
3. Findings. The findings necessary for approval of a Commission Review & Approval permit shall be the same as those required in the applicable provisions of RMC Chapter 18.12 (see Section
18.12.080(D)).
B. Master Planned Development Permit.
1. Applicability. Any project with the Transit Villages Specific Plan area which meets all the following criteria shall be subject to the requirements of this section and shall require a Master Planned Development Permit (or “Planned Development”) prior to the issuance of any building, engineering, or other construction permits.
a. Includes a project area of one-half acre (21,780 square-feet) or more;
b. Includes the construction of two (2) or more new buildings; and,
c. Includes the dedication or introduction of new vehicular rightof-way.
An application for a Master Planned Development Permit (or “Planned Development”), when submitted as a comprehensive site plan for master planning purposes, shall be “quasi-legislative” in nature and subject to review and recommendation by the City’s Planning Commission with final review and approval by the City Council.
2. Process. A Master Planned Development Permit (or “Planned Development”) shall be subject to the requirements and
development standards of this plan, architectural review by the Planning Commission subject to the objective design standards of this plan, the Subdivision Regulations (RMC Title 17), and the applicable provisions of RMC Title 15.
a. An application for a Master Planned Development Permit (or “Planned Development”) shall be made by the owner(s) of the property or properties, or their authorized representative, and shall be on a form provide by the Development Services Department and accompanied by a filing fee as established by the City Council.
b. An application for a Master Planned Development Permit (or “Planned Development”) shall be accompanied by maps showing the subject property, as well as any other data required by the Development Services Department or other City departments to adequately present the application to the Planning Commission and City Council.
c. A Master Planned Development Permit (or “Planned
Development”) shall be processed as two stages, as follows.
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i. Stage 1. The first stage is the consideration of the Planned Development permit or entitlement. The plans, maps, and exhibits filed with a Planned Development application shall be considered conceptual and not final for development purposes.
A Socio-Economic Cost/Benefit Study should also be prepared concurrent with the Master Planned Development Permit for comprehensive review.
Note 1: If applicable, a subdivision map may also be required for any land divisions or parcel mergers, in accordance with the Subdivision Map Act and RMC Title 17 (Subdivision
Regulations).
ii. Stage 2. If the Planned Development is approved, then the second stage shall consist of a subsequent filing of an application for a Commission Review & Approval permit
pursuant to RMC Chapter 18.12 for all individual buildings and building sites. The plans, maps, and exhibits filed with each Commission Review & Approval application shall be fully detailed and considered final for development purposes. Per Section 9.5(A) above, a Commission Review & Approval permit must still be obtained for each individual building prior to the issuance of any building, engineering, or construction permits.
Note 2: If applicable, a Conditional Use Permit may also be required for a conditionally permitted use, in accordance with RMC Chapter 18.192. If applicable, a subdivision map may also be required for further land divisions or parcel mergers, in accordance with the Subdivision Map Act and RMC Title 17 (Subdivision Regulations).
d. Public Hearing – Planning Commission. An application for a Master Planned Development Permit (or “Planned Development”) shall be considered by the Planning Commission at a noticed public hearing. Notice shall be published in a newspaper of general circulation within the City and mailed in accordance with the requirements of Government Code Section 65091.
e. Public Hearing – City Council. Upon receipt of the
recommendation of the Planning Commission, the City Council shall hold a noticed public hearing. Notice shall be published in a newspaper of general circulation within the City and mailed in accordance with the requirements of Government Code Section 65091. The City Council may approve, modify, or disapprove the recommendation of the Planning Commission.
f. The Planning Commission and/or City Council may affix to a Master Planned Development Permit such conditions as it deems necessary and reasonable to protect the best interests of the surrounding property and neighborhood, the Transit Villages Specific Plan, the General Plan and the intent thereof.
3. Submittal Requirements. The following items are supplemental or in lieu of those items required by the applicable development application form(s) provided by the Development Services Department, or required by the City’s Zoning Regulations (RMC Title 18) and Subdivision Regulations (RMC Title 17).
a. Development Application Form and related items.
b. Legislative Application Form, if applicable (e.g., GPA, Zone Change, Development Agreement, etc.).
c. Written narrative Project Description for the entire project, including a detailed Phasing Plan.
d. Tentative Subdivision Map(s), if applicable.
e. Draft Development Agreement in a form acceptable to the City Attorney.
f. Conceptual Site Plan: proposed streets, blocks, general building placement/pads (if known), building frontages on streets, general area of different land uses, general areas of parking lots (if known), general areas of perimeter and interior landscape, general areas for open space and drainage features, overall site layout, and acreages for all areas and proposed land uses.
g. Conceptual Engineering Site Plan: show proposed utilities and improvements (e.g., right-of-way dimensions, lane dimensions, cross-sections, etc.). May include a separate Street Striping Plan.
h. Water capacity analysis and sewer capacity analysis. i. Conceptual Architectural Renderings or Elevations: general building form, massing, height, rooflines, and general
style. (Note: does not require detailed information about architectural treatments or finishes at the conceptual stage.) j. Conceptual Landscape Plan: preliminary landscape plan to include open space plan. (Note: does not require a preliminary planting or irrigation plan at the conceptual stage). Conceptual landscape plan may show general planting zones, include a list of potential plant and tree selections, and provide preliminary calculations demonstrating conformance to the City’s water efficient landscape ordinance.
k. Any engineering studies that have been completed in
conjunction with preparing the site design (e.g.,
Preliminary WQMP, hydrology report, preliminary grading plan, soils report, geotechnical report, etc.).
l. Water Supply Assessment for any project that is subject to CEQA and proposes commercial development of more than
250,000 square-feet of floor space, a retail center with more than 500,000 square-feet of floor space, or any development with more than 500 dwelling units (Calif. Water Code §10910 and §10912).
m. Other studies as may be required for an individual project (e.g., VMT impact analysis, Air Quality/GHG analysis, biological or cultural resources assessment, traffic LOS with Measure U analysis, etc.).
4. Required Findings. In considering a request for a Master Planned Development Permit (or “Planned Development”), the Planning Commission shall satisfy itself that the following conditions prevail before recommending to the City Council that the Planned Development application be approved. The findings listed below shall be made by the approving body prior to project approval. a. That the proposed Planned Development is in conformity with the General Plan of the City;
b. That the proposed Planned Development is in conformity with the purpose, intent, and transit-oriented objectives of the Transit Villages Specific Plan;
c. That the proposed Planned Development will comply to the maximum extent feasible with the applicable development standards and other design regulations of the Transit Villages Specific Plan;
d. That the proposed Planned Development and land use is appropriate at the proposed location;
e. That the proposed Planned Development will not be
detrimental to the public health, safety and welfare; and, f. That the proposed Planned Development complies with
all applicable mitigation measures contained in the Transit Villages Specific Plan EIR or other environmental document prepared for the project.
Note 3: For good cause, the City Council may approve deviations from the development standards and design regulations of the Transit Villages Specific Plan if the City Council determines that the Planned Development will remain substantially consistent with the objectives of the Transit Villages Specific Plan.
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C. Master Planned Development Permit Process. This section describes the general planning steps that should be followed for master planning an area that meets the criteria in section 9.5(B)(1) to prepare a Conceptual Site Plan and Engineering Site Plan prior to submittal of a Master Planned Development Permit application.
9. IMPLEMENTATION AND ADMINISTRATION
Apply appropriate land use and civic/open space zones to the original site in conformance with Figure 4-1 (Regulating Plan) and Section 4.2 (Regulating Plan, Zones, and Land Use Standards) of the Development Code (Chapter 4) and as shown in Figure 9-1 (Original Site) and 9-2 (Apply Zoning) below. For purposes of demonstration, the Village Center (VC), Village General (VG), Neighborhood General 1 (NG1), and Civic Space (CS) zones are shown in Figure 9-2.
First establish primary roadways and street intersections to create village scaled blocks (see Figure 9-3 below). Large land areas (e.g., area south of the University) or large megablocks (e.g., Redlands Mall site) must be divided into smaller village-scale blocks by introducing applicable street types and implementing the appropriate development standards in accordance with the applicable zone. Primary roadways should provide vehicular access, on-street parking, and ample pedestrian walkways (sidewalks). While automobile connections remain important, equal priority must be given to major transit connections and convenient pedestrian and bicycle pathways.
Then establish secondary connections such as alleys and pedestrian paseos (see Figure 9-4 below). Secondary connections may be street right-of-way, pedestrian paseos, plazas, and pedestrian greenbelts. Emphasis should be placed on developing high-quality pathways that are safe, attractive, and comfortable to pedestrians and bicyclists. Buildings should front pedestrian paseos with windows, entries, and appropriate frontage types per Section 4.6 (Frontage Standards). Village-scale block lengths and widths may vary depending on the block sizes in the surrounding (existing) area and the applicable development standards, but generally should not be more than 200 to 300 feet in length without a break such as an intersecting street, alley, or paseo.
Refer to Section 4.14 in the Development Code (Chapter 4) for block and special lot design standards. Refer to Section 4.15 in the Development Code (Chapter 4) for street design standards and Chapter 5 (Transportation & Circulation) for street types, dimensions, and illustrative cross-sections.
1. Step One: Land Use Zones STREET
STREET
STREET
FIGURE 9-1. ORIGINAL SITE
FIGURE 9-3. INTRODUCE STREETS STREET
STREET
NEW STREET
STREET
SITE
FIGURE 9-4. INTRODUCE ALLEYS AND PASEOS
2. Step Two: Primary and Secondary Connections.
STREET
STREET
STREET
FIGURE 9-2. APPLY ZONING
NEW STREET
STREET
STREET
STREET
Village Center (VC)
Civic Space (CS)
Village General (VG)
Neighborhood General 1 (NG1)
Site Boundary
Village Center (VC)
Civic Space (CS)
Village General (VG)
Neighborhood General 1 (NG1)
Site Boundary
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To provide a framework for village-scale buildings that are consistent with their place in the city, divide the building parcels into smaller “design parcels” based on the building length standards in Section 4.3 (Development Standards) of the Development Code (Chapter 4) and as shown in Figure 9-5 (Create “Design Parcels”) below. Design parcels are intended for design purposes only, but may be recorded as separate, legal parcels. Once design parcels have been created, introduce building envelopes based on the setbacks and heights allowed by the applicable zone in the Section 4.3 of the Development Code as shown in Figure 9-6 (Create Building Envelopes) below. Finally, designate where appropriate frontage elements will be introduced per Section 4.6 (Frontage Elements) of the Development Code and as show in Figure 9-7 (Designate Frontage) below. Frontage elements should be provided along all ground floor frontages that face public streets, pedestrian paseos, and publicly accessible open spaces. In addition, access to vehicle parking structures, surface parking lots, and services should be properly planned and placed on the parcel in accordance with the applicable development standards in Section 4.3. (Development Standards).
The design parcels, building envelopes, frontage placement, and parking/service placement and access should be adhered to during the subsequent Commission Review & Approval process for site plan and building approval. The conceptual site plan for a Planned Development application will not include site development details such as precise building footprints, pedestrian entrances and ADA-accessibility, driveways and on-site vehicular circulation, parking areas, loading zones, refuse enclosures, planters and landscape areas, NPDES treatment, and other details typically required for a Commission Review & Approval entitlement. These details would be required with a Commission Review & Approval application for each individual building site as the Master Planned Development is constructed in a coordinated manner over a period of several years or phases.
Public and semi-public open spaces should be planned in close coordination with building placement. Building frontages should face, shape, and enclose open space areas so that the public realm open space acts as an “outdoor room” that is an integral component of the surrounding development (see Figure 9-8 below). Refer to Section
4.16 in the Development Code (Chapter 4) for park, plaza, and open space design development standards. Public open spaces may be plazas, parks, outdoor seating/ dining areas, parklets, water features or fountains, functional green space, active or passive recreation areas, children’s play areas, and similar public realm amenities.
Public open space for the intent of this section does not include storm water detention/ retention basins, runoff treatment swales, creeks or waterways, street medians or parkways (e.g., between curb and sidewalk), parking lots, and similar areas that cannot be functionally utilized by pedestrians or residents.
Public open spaces should be connected via pedestrian or other access ways to form a network of open spaces, where feasible, rather than a series of isolated and disconnected open spaces areas that would limit or discourage their use.
Building size and placement is a high priority in this Specific Plan. New buildings appropriately scaled to their place in the city in conformance with the applicable zone should form the street space to create an active, pedestrian-friendly “street wall” with street-facing windows, transparent openings for ground floor retail stores and restaurants, and stoops and door yards for residential buildings.
FIGURE 9-5. CREATE "DESIGN PARCELS"
NEW STREET
STREET
STREET
STREET
3. Step Three: Design Parcels, Building Envelopes, and Frontage.
4. Step Four: Building Placement and Public Open Space.
FIGURE 9-6. CREATE BUILDING ENVELOPES
NEW STREET
STREET
STREET
STREET
FIGURE 9-7. DESIGNATE FRONTAGE
NEW STREET
STREET
STREET
STREET
FIGURE 9-8. INTRODUCE BUILDINGS
NEW STREET
STREET
STREET
STREET
Village Center (VC)
Village General (VG)
Site Boundary
Neighborhood General 1 (NG1)
Civic Space (CS)
Building Envelope
Frontage Line
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List of General Plan Policies
for Transit Villages
Chapter 2: Distinctive City
2-A.16: Use transit stations as focal points for interconnectivity; plan to equally serve travelers from north and south. Plan for each village around the transit stations to have a unique character that complements the adjacent neighborhoods.
2-A.51: Encourage new construction that ties the new with the old in a harmonious fashion, enhancing the historic pattern.
2-P.25: Encourage a variety of uses and activities, such as a mix of commercial, office, restaurant, specialty retail, and residential uses, and civic, cultural, and entertainment activities to attract visitors and residents from across the community by creating a lively, interesting social environment.
2-P.26: Foster transit-oriented development that is consistent/compatible with and sensitive to the historical structures in the vicinity of the proposed railway station. 2-P.27: Conserve Downtown’s character and historic assets while infusing it with new uses, buildings, and activities. New development should proportionately relate to and complement existing structures and the pedestrian environment.
2-A.90: Complete and adopt a Downtown Specific Plan as the guide for Downtown development that will establish guidelines or standards for roadways, building forms, architecture, signage, streetscape, parking, and public realm amenities. 2-A.94: Encourage mixed-use projects Downtown that integrate retail, restaurant, office, and residential uses. Permit urban housing at a density up to the High-Density Residential standard.
2-A.95: Enhance and extend the civic realm through vibrant streetscapes. 2-A.96: Promote redevelopment of the Redlands Mall with a vibrant mix of uses. Explore feasibility of re-extending the traditional street grid through the new development. 2-A.97: Seek an increased presence of both residents and activity in Downtown with new development—particularly residential as part of mixed-use development—as well as commercial, entertainment, and cultural uses that serve both residents and visitors. 2-A.98: Promote a variety of housing types to attract a spectrum of households to live Downtown.
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2-A.99: Ensure that new development along Redlands Boulevard is pedestrian-oriented. 2-A.101: Address parking demand by finding additional areas to provide parking for Downtown, and by developing creative parking management strategies, such as shared parking, maximum parking standards, “smart” metering, utilizing on-street parking for reuse of existing buildings, paid parking, etc. Monitor the impacts of new technology such as the autonomous vehicle and car hire /car share services on the total demand for parking. 2-A.102: Improve connections from Downtown to adjacent neighborhoods, including areas north of I-10, through streetscape enhancement and multi-modal improvements.
Chapter 3: Prosperous Economy
3-A.10: Encourage mixed-use projects within the Transit Villages that will attract a wide array of uses including retail, restaurant, entertainment, office, residential, and cultural offerings. 3-A.14: Encourage commercial development, neighborhood retail, and professional offices and services of the appropriate scale and business types along neighborhood commercial corridors, such as Orange Street and Colton Avenue.
3-P.12: Promote Redlands as a destination where visitors can shop, dine, play, and stay, and help create opportunities for increased visitation, hotel stays, sales tax generation, and employment.
3-P.16: Strengthen Downtown as a center of commerce and culture, with attractions for local residents, workers, and regional visitors year-round.
3-A.33: Support efforts to improve the economic and physical environment in the Downtown area by enhancing and expanding tourism-related activities and capital improvements, and generating external in-kind and monetary support for these efforts. 3-A.36: Support revitalization of underutilized commercial space throughout Downtown, including the Redlands Mall, which could create new opportunities for businesses and residents, and provide a critical link to rail.
3-A.37: Ensure adequate parking Downtown and efficiency in traffic flow to enable the continued revitalization of the commercial core.
3-A.38: Improve the safety and sense of safety throughout Downtown and the adjoining commercial areas.
3-A.39: Encourage and support the development of additional housing Downtown to increase the vitality and diversity of Downtown retail and services.
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3-A.40: Enhance and expand the public spaces Downtown (streetscapes, plazas, parks) to improve the pedestrian experience.
Chapter 4: Livable Community
4-P.1: Promote a balanced rate and distribution of development and uses pursuant to the standards identified in Measure U and compatible with the fabric of the existing community. 4-P.3: Focus new development in infill areas in order to preserve open space, agriculture, and citrus groves, particularly around the edges of the city. 4-A.1: Promote the orderly development and growth of urban areas in infill areas and the city center while encouraging the ongoing cultivation of agricultural land and the preservation of rural living areas in the canyons, Crafton, and Mentone. 4-A.3: Ensure that infill development complements existing development in use, design, and scale, and that it supports the cohesion and integration of the city’s development pattern. 4-A.6: Provide for the extension of public services in a logical and functional manner to minimize impacts on service providers while focusing development in infill areas that can accommodate development in a timely manner.
4-P.7: Promote a diversity of compatible land uses throughout the city, providing opportunities for the development of a range of businesses, services, residential types, and public facilities to meet the needs of the community.
4-P.8: Provide for buffers and transitions between low- and high-intensity land uses. 4-P.9: Locate medium- and high-density development near regional access routes, transit stations, employment centers, shopping areas, and public services. 4-P.10: Ensure that the scale and character of new development is appropriate for surrounding terrain and the character of existing development.
4-P.12: In areas planned to accommodate new growth, such as Downtown and the Transit Villages, use area plans, design standards and guidelines, and other tools to ensure cohesive transition in scale to existing neighborhoods.
4-P.13: Encourage mixed-use development (two or more uses within the same building or in close proximity on the same site) in Downtown, the Transit Villages, and along Redlands Boulevard to promote vibrancy.
4-P.14: Encourage mixed-use projects Downtown that integrate retail, restaurant, office, and residential uses. Permit urban housing at a density up to the High Density Residential standard.
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4-P.16: Promote a variety of housing types to serve the diverse needs of the community. 4-A.7: Promote a range of residential densities to encourage a mix of housing types in varying price ranges and rental rates.
4-A.8: Promote the development of a greater variety of housing types, including single-family homes on small lots, accessory dwelling units, townhomes, lofts, live-work spaces, and senior and student housing to meet the needs of future demographics and changing family sizes. 4-A.9: Encourage the incorporation of residential units in Downtown mixed-use projects consistent with the Redlands Downtown Specific Plan.
4-A.11: Ensure that opportunities exist for the development of housing types that are affordable to all segments of the Redlands community and are distributed equitably throughout the community.
4-A.12: Support new residential development in Downtown, the Transit Villages, and other focused infill sites accessible to transit and in central parts of the community. 4-A.20: Establish new neighborhood commercial centers to serve the needs of community members in areas planned to accommodate new growth, such as Downtown and the Transit Village areas.
4-P.26: Support the University of Redlands in the development of its campus and the surrounding area in a manner that enriches both the University and Redlands communities. 4-A.23: Support development of the campus in ways that both strengthen its ties to the community and enhance its status as a major activity center for the neighborhood. 4-P.39: Promote infill and mixed-use development along Redlands Boulevard to create a cohesive commercial corridor connecting the Transit Villages and providing a retail and service destination for community members.
4-A.87: Promote clusters of mixed-use development along Redlands Boulevard near the Mixed Use Cores of the proposed Transit Villages, providing opportunities for commercial, office, and residential development consistent with the needs and characteristics specific to each Transit Village.
4-A.88: Promote infill development along Redlands Boulevard where it is classified as a Boulevard to create a continuous corridor of mixed-use and commercial activity. 4-A.89: Complete and enhance the sidewalk system along both East and West Redlands Boulevard. Make pedestrian enhancements to facilitate the safe crossing of the street.
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4-A.90: Extend and enhance the center median of Redlands Boulevard with landscaping, public art, and lighting to improve the aesthetics and enhance its function as a major east-west boulevard.
4-P.40: Encourage the revitalization of the commercial corridors on Colton Avenue at Orange Street by providing opportunities for a variety of commercial uses and providing guidelines for site design to create a more welcoming visual environment. 4-A.91: Develop an area plan for the Colton Avenue and Orange Street corridors that will improve the public spaces, enhance the quality of architecture and landscape architecture, attract a mix of family-friendly retail and professional businesses to serve the neighborhoods, and improve the overall attractiveness of the areas.
4-A.93: Seek to improve the mix of office, professional, and service related businesses along Colton Avenue and Orange Street that will serve the neighborhood. 4-A.95: Promote infill development to create a continuous corridor of mixed-use and commercial activity.
4-A.96: Encourage site designs that create an active street frontage and screen parking from the Colton Avenue and Orange Street frontages.
4-A.97: Encourage the development of bicycle, pedestrian, and transit access that reduces the need for on-site parking. Improve the pedestrian experience within these corridors through street trees and landscaping.
Transit Villages Policies and Actions
4-P.41: Foster a connected, accessible, and active community by creating attractively designed pedestrian- and transit-oriented villages with a mix of uses in a compact area. 4-P.42: Provide for new jobs, housing, and entertainment opportunities in com-pact, walkable environments.
4-P.43: Ensure that each Transit Village has a unique character and identity that reflects its existing assets and unique characteristics, and provides appropriate services at that location. 4-P.44: Provide choices for travel options, including walking, biking, vehicular, and transit. 4-P.45: Accommodate all appropriate modes of transportation in Transit Villages, and promote seamless transitions between modes.
4-P.46: Improve connectivity between Transit Villages and existing neighborhoods. 4-P.47: Provide for appropriate transitions between Transit Villages and surrounding neighborhoods.
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4-P.48: Provide development and infill opportunities as alternatives to building at the edges of the city.
4-P.49: Allow residential and mixed-use projects in the Mixed Use Core at densities up to the High Density Residential standard.
4-P.50: Allow for density bonuses in the Transit Village Overlay Zone contingent on the provision of public benefits. Density bonuses shall be a minimum of 25 percent within a quarter-mile of each transit station, and 10 percent in areas located between a quarter-mile and a half-mile radius of each transit station. Public benefits may include but are not limited to amenities such as a public park, plaza, or playground; enhanced streetscaping; public art; or participation in a voluntary transfer of development rights program. 4-P.51: Complete a Transit Village Plan that will define: village character, design guidelines for architecture and site development, permitted and conditional uses, building setbacks and heights, yards, interfaces with the public streets and sidewalks, security measures, and transitions to existing neighborhoods.
4-P.52: Encourage stops of larger trains (Metrolink) in stations that can adequately accommodate their size and have greater availability of and access to parking.
Actions for the New York Street Transit Village
4-A.112: Create an active and compact transit-oriented core with office uses that provide opportunities for jobs and innovation, as well as commercial and residential uses to serve the needs of the area’s workers.
4-A.113: Provide streetscape improvements along the major corridors of Colton Avenue, Texas Street, and Redlands Boulevard to enhance comfort and safety for all modes of travel and increase accessibility to and from surrounding areas. 4-A.114: Establish boulevards along Redlands Boulevard and Colton Avenue with pedestrianoriented streetscape improvements and ground-floor active uses. 4-A.115: Provide pedestrian routes between offices, neighborhoods, and Downtown. 4-A.116: Implement bicycle route improvements that provide strong east-west connections to other Transit Villages as well as north-south connections to improve access to existing neighborhoods to the north. Routes would include the Orange Blossom Trail, the Lugonia Trail on New York Street, and a route along Texas Street.
4-A.117: Implement intersection improvements, including pedestrian improvements, at the I-10 undercrossings at New York and Texas Street to increase comfort and safety for all modes of travel.
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4-A.118: Ensure safe railway crossings at Tennessee Street, Texas Street, and New York Street for bicyclists and pedestrians.
4-A.119: Maintain single-family residential neighborhoods designated as low- and low mediumdensity residential in the General Plan within the TVOZ. Transition higher density housing when adjacent to these neighborhoods.
Actions for the Downtown Redlands Transit Village
4-A.120: Complete and implement an update of the Downtown Specific Plan to create a cohesive town center with amenities and pedestrian-oriented streets. 4-A.121: Encourage a centrally-located mix of uses to promote activity and economic vitality. 4-A.122: Maintain a distinctive character that builds on Downtown’s many historic features and its citrus heritage.
4-A.123: Promote the reuse of citrus packing houses, historic warehouses, and other historic commercial buildings to create a destination for residents and tourists. 4-A.124: Ensure accessibility within the Transit Village to arts and cultural venues and programming.
4-A.125: Provide streetscape improvements along the major corridors of Colton Avenue, Texas Street, and Redlands Boulevard to enhance comfort and safety for all modes of travel and increase accessibility to and from surrounding areas. 4-A.126: Establish boulevards along Orange Street, Colton Avenue, and Redlands Boulevard with pedestrian-oriented streetscape improvements and ground-floor active uses. 4-A.127: Strengthen pedestrian and bicycle circulation routes within Downtown and to and from adjacent neighborhoods.
4-A.128: Implement bicycle route improvements that provide strong east-west and north-south connections. Routes would include the Orange Blossom Trail, the Mission Creek Zanja Trail, and routes on Colton Avenue, Orange Street, and Citrus Avenue. 4-A.129: Improve the I-10 undercrossing at Eureka Street, Orange Street, and 6th Street to increase comfort and safety for all modes of travel and enhance north-south circulation. 4-A.130: Maintain single-family residential neighborhoods designated as low- and low mediumdensity residential in the General Plan within the TVOZ. Transition higher density housing when adjacent to these neighborhoods.
Actions for the University Transit Village
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4-A.131: Provide more multi-family housing for university students, staff, and other members of the community in the Mixed Use Core and adjacent residential areas. 4-A.132: Create opportunities for ground-floor commercial uses, such as restaurants and cafes, retail, and professional services to serve university students, staff, and neighborhood residents in the Mixed Use Core.
4-A.133: Promote pedestrian circulation between the station, homes, schools, and parks, with primary routes along multi-purpose trails (the Orange Blossom and Mill Creek Zanja trails), Citrus Avenue, and University Street.
4-A.134: Implement bicycle route improvements that enhance circulation between the station, homes, schools, and parks and provide connections to Downtown. Routes would include the Orange Blossom Trail, the Mill Creek Zanja Trail, and routes on Citrus Avenue, University Street, and Colton Avenue.
4-A.135: Improve the I-10 undercrossing at Sylvan Boulevard to allow safe trail connections along the Mill Creek Zanja.
4-A.136: Improve the I-10 undercrossings at University Street and Citrus Avenue to allow safe and comfortable access for vehicles, pedestrians, and cyclists. 4-A.137: Establish a boulevard along University Street from I-10 to Colton Avenue. 4-A.138: Maintain single-family residential neighborhoods designated as low- and low mediumdensity residential in the General Plan within the TVOZ. Transition higher density housing when adjacent to these neighborhoods.
Chapter 5: Connected City
(transportation policies)
5-P.1: Maintain a cohesive circulation system through a “layered network” approach promoting complete streets and mobility for all modes while emphasizing specific transportation modes for specific corridors and geo-graphic areas.
5-P.4: Support transportation infrastructure improvements such as safer street crossings and attractive streetscapes to encourage bicyclists, walkers, and users of mobility devices. 5-P.9: Design a layered transportation network for individuals of all ages and abilities. 5-P.11: Implement standards for pavement design and roadway and intersection striping so streets are accessible by all users and all modes, and safety is improved. 5-P.13: Ensure streets are designed to accommodate bicyclists per the Bicycle Master Plan.
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5-P.14: Design streets to accommodate various modes according to roadway classification and reduce conflicts and safety risks between modes per Figure 5-4. 5-P.15: Incorporate green infrastructure into the design of new roadways and retro-fit existing roadways where appropriate.
5-P.16: Strengthen active transportation circulation routes within Downtown and the Transit Villages, and to/from adjacent neighborhoods.
5-A.2: Integrate complete streets and a layered networks approach into all City streets, traffic standards, plans, and details.
5-A.4: Consider innovative design solutions to improve mobility, efficiency, connectivity, and safety through the use of traffic calming devices, roundabouts, curb extensions at intersections, separated bicycle infrastructure, high visibility pedestrian treatments and infrastructure, and signal coordination.
5-A.5: As part of street redesigns, plan for the needs of different modes – such as shade for pedestrians, lighting at pedestrian scale, mode-appropriate signage, transit amenities, etc. 5-A.6: Add bike and pedestrian facilities on roads with excess capacity where such facilities do not exist, using supporting transportation plans as guidance. Excess capacity includes street right-of-ways or pavement widths beyond the standards, or excess capacity in road-ways based on actual vehicular travel versus design capacity. 5-A.7: Add new streets to create a finer-grained, pedestrian-scaled road net-work where the roadway network is characterized by particularly long blocks, connecting residential areas to parks and Transit Village cores. Ensure the street systems in Transit Villages support development of connected and accessible communities.
5-A.8: Manage travel speeds in Downtown, at Transit Villages, and near schools, parks, and the University to enhance safety.
5-A.9: Adopt a “vision zero” approach to eliminate all traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all.
5-P.17: Provide a safe, direct, and healthful pedestrian environment through means such as providing separate pedestrian-ways in parking lots, avoiding excessive driveway widths, and providing planting strips between sidewalks and streets where feasible. 5-P.19: Enhance street lighting for pedestrians where current lighting is inadequate. 5-A.20: Provide pedestrian routes between offices, neighborhoods, Downtown, and Transit Villages. Plan for direct connections from the interiors of residential tracts to neighboring parks, schools, retail, and other services using sidewalks, trails, and paseos.
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5-A.21: Strengthen trail connections to Downtown (such as Orange Blossom Trail, Lugonia Trail, Citrus Avenue, and Church Street).
5-A.22: Include amenities such as shade trees, transit shelters and other transit amenities, benches, trash and recycling receptacles, bollards, public art, and directional signage that can enhance the pedestrian experience.
5-P.21: Develop bike routes that provide access to rail stations, Downtown, schools, parks, the University, employment, and shopping destinations.
5-A.25: Implement bicycle and trail improvements that provide strong east-west connections between Transit Villages and in the city’s wider bicycle network. Routes would include the Orange Blossom Trail, the Mission Creek Zanja Trail, routes on Colton Avenue and Citrus Avenue, Santa Ana River Trail, and the San Timoteo Canyon Trail. 5-A.27: Implement safety improvements in mid-block areas that allow for bicycles to safely cross heavily traveled roads. Improvements can include stop signs for cyclists, warning beacons, and illuminated signs initiated by pedestrians and cyclists. 5-A.36: Allow for flexibility and creativity in the roadway standards, where appropriate, to preserve historic features, specimen trees and significant landscaping, accommodate turn lanes, parking, wider sidewalks, bike paths, turnouts for buses, public art, and landscaped medians.
5-A.37: Encourage the use of car share and car hire services within Redlands to provide vehicular transportation alternatives.
5-A.38: Plan for future innovations in vehicular transportation such as self-driving vehicles. 5-A.44: Establish new boulevards Downtown and in the Transit Villages that include planted center medians, accommodations for transit, wider sidewalks, and amenities for pedestrians. 5-P.27: Support passenger rail as an alternative mode of regional transit. 5-A.61: Support investments in passenger rail by providing effective on-site circulation and multi-modal connections to transit stations.
5-A.62: Develop station area plans to determine the appropriate modes of transportation to be accommodated at each passenger rail station, the inter connections between those modes, and the facilities to be provided to support each mode. 5-A.67: Encourage convenient and safe pedestrian linkages to and from transit service to provide better first-mile and last-mile connectivity.
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Chapter 5: Connected City
(parking policies)
5-A.17: Locate public parking facilities to serve the downtown around the periphery so as not to draw additional vehicles into the core areas. Ensure that easily identifiable pedestrian connections exist between public parking areas and the downtown core. 5-P.29: Ensure a balanced parking supply that adequately serves the community while employing strategies to reduce both the number of parking spaces needed, the area occupied by parking, and the number of vehicular trips needed within predominantly pedestrian oriented areas.
5-A.70: Locate Downtown public parking to encourage a park once approach. Provide pedestrian directional signage to direct persons from peripheral parking to downtown destinations.
5-A.73: Provide adequate parking availability Downtown for residents, commuters, visitors, and shoppers throughout the day.
5-A.74: Design parking to meet applicable urban design goals from area plans and minimize negative impacts on pedestrians, bicyclists, and transit users. 5-A.75: Consider techniques to reduce the amount of area in the Transit Villages occupied by parking, especially for developments located within easy walking distance of the Passenger Rail stations.
5-A.77: Encourage developers to meet their minimum parking requirements via shared parking between uses, payment of in-lieu fees, joint parking districts, or off-site parking within a reasonable walking time of 10 minutes or less.
5-A.78: Develop flexible on-site vehicle parking requirements. Such requirements would include implementation of innovative parking techniques, implementing effective TDM programs to reduce parking demand, and consideration of other means to efficiently manage parking supply and demand.
5-A.80: Design parking structures in a manner so that they can be adaptively reused if they become obsolete for parking needs in the future.
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Draft Environmental
Impact Report
REDLANDS GENERAL PLAN TRANSIT VILLAGES
DISTRICT AND SPECIFIC PLAN PROJECT
SCH NO. 2021080622
prepared for
City of Redlands
35 Cajon Street
Redlands, CA 92373
prepared with the assistance of
EPD, Solutions Inc.
Irvine, CA 92614
(949) 794-1180
www.epdsolutions.com
Redlands Regular Meeting of 10-18-22 550 of 1815
2355 Main Street, Suite 100
Irvine, CA 92614
(949) 794-1180
www.epdsolutions.com
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TABLE OF CONTENTS
Section Page
LIST OF FIGURES.................................................................................................................................................... ii LIST OF TABLES..................................................................................................................................................... iii APPENDICES .......................................................................................................................................................... v ACRONYMS AND ABBREVIATIONS...................................................................................................................... vi
1.0 EXECUTIVE SUMMARY ................................................................................................................................. 1-1
2.0 INTRODUCTION............................................................................................................................................ 2-1
3.0 PROJECT DESCRIPTION................................................................................................................................ 3-1
4.0 ENVIRONMENTAL SETTING.......................................................................................................................... 4-1
5.0 ENVIRONMENTAL IMPACT ANALYSIS ......................................................................................................... 5-1 SECTION 5.1, AESTHETICS ............................................................................................................................................................... 5.1-1 SECTION 5.2, AIR QUALITY.............................................................................................................................................................. 5.2-1 SECTION 5.3, CULTURAL RESOURCES ............................................................................................................................................... 5.3-1 SECTION 5.4, ENERGY..................................................................................................................................................................... 5.4-1 SECTION 5.5, GEOLOGY AND SOILS ............................................................................................................................................... 5.5-1 SECTION 5.6, GREENHOUSE GAS EMISSIONS .................................................................................................................................. 5.6-1 SECTION 5.7, HAZARDS AND HAZARDOUS MATERIALS..................................................................................................................... 5.7-1 SECTION 5.8, HYDROLOGY AND WATER QUALITY........................................................................................................................... 5.8-1 SECTION 5.9, LAND USE AND PLANNING......................................................................................................................................... 5.9-1 SECTION 5.10, NOISE ...................................................................................................................................................................5.10-1 SECTION 5.11, POPULATION AND HOUSING ................................................................................................................................5.11-1 SECTION 5.12, PUBLIC SERVICES ...................................................................................................................................................5.12-1 SECTION 5.13, RECREATION..........................................................................................................................................................5.13-1 SECTION 5.14, TRANSPORTATION.................................................................................................................................................5.14-1 SECTION 5.15, TRIBAL CULTURAL RESOURCES................................................................................................................................5.15-1 SECTION 5.16, UTILITIES ................................................................................................................................................................5.16-1 SECTION 5.17, MANDATORY FINDINGS OF SIGNIFICANCE............................................................................................................5.17-1
6.0 ALTERNATIVES ............................................................................................................................................. 6-1
7.0 PREPARERS AND PERSONS CONTACTED..................................................................................................... 7-1 Redlands Regular Meeting of 10-18-22 552 of 1815
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LIST OF FIGURES
Figure Page
FIGURE 3-1 REGIONAL LOCATION........................................................................................................................................ ......... 3-5 FIGURE 3-2 LOCAL VICINITY................................................................................................................................................. ......... 3-7 FIGURE 3-3 AERIAL VIEW ...................................................................................................................................................... ......... 3-9 FIGURE 3-4 SPECIFIC PLAN STATION AREAS......................................................................................................................... ...... 3-11 FIGURE 3-5 GENERAL PLAN LAND USE DESIGNATION ......................................................................................................... ...... 3-13 FIGURE 3-6 GENERAL PLAN TRANSIT VILLAGES.................................................................................................................... ...... 3-15 FIGURE 3-7 EXISTING ZONING DISTRICTS ............................................................................................................................ ...... 3-17 FIGURE 3-8 REGULATING PLAN............................................................................................................................................ ...... 3-29 FIGURE 3-9 FUTURE STREET NETWORK IMPROVEMENTS ....................................................................................................... ...... 3-31 FIGURE 3-10 FUTURE PEDESTRIAN NETWORK IMPROVEMENTS ............................................................................................... ...... 3-33 FIGURE 3-11 FUTURE BICYCLE NETWORK IMPROVEMENTS ..................................................................................................... ...... 3-35 FIGURE 3-12 PUBLIC REALM PLAN .......................................................................................................................................... ...... 3-37 FIGURE 3-13 EXISTING AND PROPOSED DOMESTIC WATER DISTRIBUTION............................................................................ ...... 3-39 FIGURE 3-14 EXISTING AND PROPOSED NON-POTABLE WATER DISTRIBUTION..................................................................... ...... 3-41 FIGURE 3-15 EXISTING SEWER SYSTEM AND PROPOSED UPGRADES ..................................................................................... ...... 3-43 FIGURE 3-16 TRANSIT VILLAGES SPECIFIC PLAN AND TRANSIT PRIORITY AREAS..................................................................... ...... 3-45 FIGURE 3-17 VACANT AND NONCONFORMING PARCELS...................................................................................................... ...... 3-47 FIGURE 3-18 AREAS OF CHANGE........................................................................................................................................... ...... 3-49 FIGURE 3-19 ILLUSTRATIVE PLAN............................................................................................................................................. ...... 3-51 FIGURE 5.10-1 NOISE MEASUREMENT LOCATIONS ................................................................................................................... 5.10-11 FIGURE 5.10-2 SAN BERNARDINO INTERNATIONAL AIRPORT NOISE CONTOURS ...................................................................... 5.10-17 FIGURE 5.14-1 TRANSIT PRIORITY AREAS & SPECIFIC PLAN TAZS ............................................................................................ 5.14-11 FIGURE 6-1 ALTERNATIVE TWO AREA................................................................................................................................... ...... 6-13
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LIST OF TABLES
Table Page
TABLE 1-1 SUMMARY OF IMPACTS, MITIGATION MEASURES, AND LEVEL OF SIGNIFICANCE.......................................... ....... 1-5 TABLE 2-1 SUMMARY OF NOP / INITIAL STUDY COMMENT LETTERS............................................................................. ....... 2-3 TABLE 2-2 SUMMARY OF PUBLIC SCOPING MEETING COMMENTS ................................................................................ ....... 2-9 TABLE 3-1 TVSP PROPOSED BUILDOUT ......................................................................................................................... .... 3-22 TABLE 4-1 HAZARDOUS MATERIALS SITES ...................................................................................................................... .... 4-10 TABLE 4-2 303(D) WATER QUALITY IMPAIRMENTS ....................................................................................................... .... 4-13 TABLE 4-3 EXISTING AMBIENT NOISE MEASUREMENT RESULTS....................................................................................... .... 4-17 TABLE 4-4 POPULATION ESTIMATES AND PROJECTIONS, 2021-2045......................................................................... .... 4-17 TABLE 4-5 CITY OF REDLANDS EXISTING HOUSING STOCK, 2021............................................................................... .... 4-17 TABLE 4-6 SCAG HOUSEHOLD PROJECTIONS, 2021-2045 ...................................................................................... .... 4-17 TABLE 4-7 SCAG PROJECTED EMPLOYMENT TRENDS 2016-2045............................................................................. .... 4-17 TABLE 4-8 EXISTING AND PROJECTED JOBS-HOUSING BALANCE IN THE CITY AND COUNTY ........................................ .... 4-18 TABLE 4-9 EXISTING PARKS WITHIN THE TVSP AREA..................................................................................................... .... 4-19 TABLE 4-10 EXISTING MAJOR ROADWAY CHARACTERISTICS WITHIN SPECIFIC PLAN AREA............................................. .... 4-20 TABLE 4-11 MUED WATER SUPPLY 2020...................................................................................................................... .... 4-23 TABLE 4-12 MUED PROJECTED WATER SUPPLY (AF)...................................................................................................... .... 4-23 TABLE 5.1-1 SCENIC ROADWAYS IN THE CITY................................................................................................................... ... 5.1-5 TABLE 5.2-1 AMBIENT AIR QUALITY STANDARDS FOR CRITERIA POLLUTANTS ................................................................... ... 5.2-2 TABLE 5.2-2 AIR QUALITY MONITORING SUMMARY 2018-2020.................................................................................. . 5.2-13 TABLE 5.2-3 ATTAINMENT STATUS OF CRITERIA POLLUTANTS IN THE SOUTH COAST AIR BASIN (SCAB)......................... . 5.2-14 TABLE 5.2-4 SCAQMD REGIONAL AIR QUALITY THRESHOLDS........................................................................................ . 5.2-15 TABLE 5.2-5 SCAQMD LOCALIZED SIGNIFICANCE THRESHOLDS ..................................................................................... . 5.2-16 TABLE 5.2-6 CONSTRUCTION EQUIPMENT ASSUMPTIONS................................................................................................. . 5.2-19 TABLE 5.2-7 MAXIMUM PEAK CONSTRUCTION EMISSIONS WITHOUT MITIGATION.......................................................... . 5.2-20 TABLE 5.2-8 SUMMARY OF PEAK OPERATIONAL EMISSIONS............................................................................................. . 5.2-21 TABLE 5.3-1 RECORDED PREHISTORIC ARCHAEOLOGICAL RESOURCES.............................................................................. ... 5.3-7 TABLE 5.3-2 LIST OF HISTORICAL PROPERTIES WITHIN SPECIFIC PLAN AREA ..................................................................... ... 5.3-8 TABLE 5.4-1 ESTIMATED CONSTRUCTION ELECTRICITY USAGE FOR BUILDOUT OF THE TVSP............................................ ... 5.4-5 TABLE 5.4-2 ESTIMATED CONSTRUCTION EQUIPMENT FUEL FOR BUILDOUT OF THE TVSP................................................ ... 5.4-5 TABLE 5.4-3 ESTIMATED CONSTRUCTION WORKER FUEL CONSUMPTION FOR TVSP BUILDOUT...................................... ... 5.4-9 TABLE 5.4-4 ESTIMATED CONSTRUCTION VENDOR AND HAULING FUEL CONSUMPTION.................................................. ... 5.4-9 TABLE 5.4-5 ESTIMATED ANNUAL OPERATIONAL VEHICLE FUEL CONSUMPTION AT BUILDOUT ......................................... . 5.4-10 TABLE 5.4-6 ESTIMATED OPERATIONAL ANNUAL NATURAL GAS DEMAND AND ELECTRICITY CONSUMPTION AT BUILDOUT5.4-11 TABLE 5.6-1 TVSP CONSTRUCTION GREENHOUSE GAS EMISSIONS................................................................................ . 5.6-10 TABLE 5.6-2 TVSP SERVICE POPULATION......................................................................................................................... . 5.6-11 TABLE 5.6-3 OPERATIONAL GREENHOUSE GAS EMISSIONS ............................................................................................. . 5.6-12 TABLE 5.6-4 PROJECT CONSISTENCY WITH THE CARB 2007 SCOPING PLAN................................................................ . 5.6-13 TABLE 5.6-5 PROJECT CONSISTENCY WITH THE CARB 2017 SCOPING PLAN................................................................ . 5.6-15 TABLE 5-6-6 PROJECT CONSISTENCY WITH THE CITY GENERAL PLAN SUSTAINABLE COMMUNITY ELEMENT POLICIES...... . 5.6-19 TABLE 5.7-1 HAZARDOUS MATERIALS SITES ...................................................................................................................... ... 5.7-9 TABLE 5.8-1 303(D) WATER QUALITY IMPAIRMENTS ....................................................................................................... ... 5.8-7 TABLE 5.8-2 PROJECTED GROUNDWATER SUPPLIES (AFY)............................................................................................... . 5.8-10 TABLE 5.9-1 CONSISTENCY WITH SCAG REGIONAL TRANSPORTATION PLAN/SUSTAINABLE COMMUNITIES STRATEGY . ... 5.9-4 TABLE 5.9-2 PROJECT CONSISTENCY WITH APPLICABLE GENERAL PLAN ACTIONS AND POLICIES.................................... ... 5.9-6 TABLE 5.10-1 CITY OF REDLANDS GENERAL PLAN NOISE/LAND USE COMPATIBILITY MATRIX........................................... . 5.10-7 TABLE 5.10-2 CITY OF REDLANDS GENERAL PLAN INTERIOR AND EXTERIOR NOISE STANDARDS ........................................ . 5.10-8 TABLE 5.10-3 CITY OF REDLANDS OPERATIONAL NOISE STANDARDS................................................................................. . 5.10-9 TABLE 5.10-4 EXISTING AMBIENT NOISE MEASUREMENT RESULTS.......................................................................................5.10-10 TABLE 5.10-5 EXISTING NOISE AND LAND USE COMPATIBILITY...........................................................................................5.10-13 TABLE 5.10-6 CONSTRUCTION EQUIPMENT ASSUMPTIONS................................................................................................. 5.10-19 TABLE 5.10-7 VIBRATION SOURCE LEVELS FOR CONSTRUCTION EQUIPMENT .....................................................................5.10-21 TABLE 5.10-8 CONSTRUCTION EQUIPMENT VIBRATION LEVELS...........................................................................................5.10-22 TABLE 5.11-1 CITY OF REDLANDS SCAG REGIONAL HOUSING NEEDS ALLOCATION, 2021-2029 ............................... . 5.11-2 TABLE 5.11-2 POPULATION ESTIMATES AND PROJECTIONS, 2021-2045......................................................................... . 5.11-4 Redlands Regular Meeting of 10-18-22 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TABLE 5.11-3 CITY OF REDLANDS EXISTING HOUSING STOCK, 2021............................................................................... . 5.11-4 TABLE 5.11-4 SCAG HOUSEHOLD PROJECTIONS, 2021-2045 ...................................................................................... . 5.11-4 TABLE 5.11-5 SCAG PROJECTED EMPLOYMENT TRENDS, 2016-2045............................................................................ . 5.11-4 TABLE 5.11-6 EXISTING AND PROJECTED JOBS-HOUSING BALANCE IN THE CITY AND COUNTY ........................................ . 5.11-5 TABLE 5.11-7 TVSP PROPOSED BUILDOUT POPULATION & EMPLOYEE INCREASE .............................................................. . 5.11-7 TABLE 5.12-1 FIRE STATIONS............................................................................................................................................... . 5.12-4 TABLE 5.12-2 POLICE STATIONS.......................................................................................................................................... . 5.12-5 TABLE 5.12-3 EXISTING PARKS WITHIN THE TVSP AREA..................................................................................................... . 5.12-5 TABLE 5.13-1 EXISTING PARKS WITHIN THE TVSP AREA..................................................................................................... . 5.13-2 TABLE 5.14-1 EXISTING MAJOR ROADWAY CHARACTERISTICS WITHIN SPECIFIC PLAN AREA............................................. . 5.14-4 TABLE 5.14-2 SPECIFIC PLAN TRAFFIC ANALYSIS ZONES.....................................................................................................5.14-13 TABLE 5.16-1 MUED WATER SUPPLY 2020...................................................................................................................... . 5.16-3 TABLE 5.16-2 MUED PROJECTED WATER SUPPLY (AF)...................................................................................................... . 5.16-3 TABLE 5.16-3 WATER DEMANDS FROM BUILDOUT OF THE TVSP....................................................................................... . 5.16-7 TABLE 5.16-4 PROJECTED MUED WATER DEMAND............................................................................................................ . 5.16-7 TABLE 5.16-5 TVSP ESTIMATED WASTEWATER GENERATION ............................................................................................5.16-11 TABLE 5.16-6 SOLID WASTE GENERATION DURING PROJECT OPERATION........................................................................5.16-18 TABLE 6-1 IMPACT COMPARISON OF THE PROPOSED PROJECT AND ALTERNATIVES ........................................................ .... 6-25 TABLE 6-2 COMPARISON OF THE PROPOSED PROJECT AND ALTERNATIVES ABILITY TO MEET OBJECTIVES........................ .... 6-27 Redlands Regular Meeting of 10-18-22 555 of 1815
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APPENDICES
Appendix Title
APPENDIX A .............................................................................................................................. INITIAL STUDY, NOP, AND NOP COMMENTS APPENDIX B ................................................................................................................................................... AIR QUALITY IMPACT ANALYSIS APPENDIX C ............................................................................................................... CULTURAL & PALEONTOLOGICAL RESOURCES REPORT APPENDIX D ......................................................................................................................................................... ENERGY IMPACT ANALYSIS APPENDIX E ................................................................................................................................... GREENHOUSE GAS EMISSIONS ANALYSIS APPENDIX F ...................................................................................................................................................... WATER SUPPLY ASSESSMENT APPENDIX G ............................................................................................................................................................ NOISE IMPACT ANALYSIS APPENDIX H ....................................................................................................................................................................... TRIP GENERATION APPENDIX I ......................................................................................................................................................... VMT SCREENING ANALYSIS Redlands Regular Meeting of 10-18-22 556 of 1815
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ACRONYMS AND ABBREVIATIONS
°C degrees Celsius
µg/m3 micrograms per cubic meter
AB 52 California Assembly Bill 52
ACM asbestos-containing material
AF acre-feet
ALUC Airport Land Use Commission
ALUCP Airport Land Use Compatibility Plan
amsl above mean sea level
AQIA Air Quality Impact Analyses
AQMP Air Quality Management Plan
APN Assessor’s Parcel Number
ATCM airborne toxic control measure
BAAQMD Bay Area Air Quality Management District
BACM best available control measure
BACT best available control technology
Basin South Coast Air Quality Basin
BAU business as usual
BFE base flood elevation
bgs below ground surface
BMPs Best Management Practices
CAA Clean Air Act of 1970
CAAA CAA Amendments of 1990
CAAQS California Ambient Air Quality Standards
CalEEMod California Emissions Estimator Model
CALGreen California Green Building Standards Code
CAP Climate Action Plan of 2013
CARB California Air Resources Board
CBC California Building Code
CCAA California Clean Air Act of 1988
CDFW California Department of Fish and Wildlife
CC&Rs Covenants, Conditions, and Restrictions
CEC California Energy Commission
CEQA California Environmental Quality Act
CESA California Endangered Species Act
CGEU California Gas and Electric Utilities 2016 California Gas Report CGS California Geological Survey
CH4 methane
CHAPIS Community Health Air Pollution Information System (CARB) CHRIS California Historical Resources Inventory System
CNDDB California Natural Diversity Database
CNEL community noise equivalent level
CNPS California Native Plant Society
CO carbon monoxide
CO2 carbon dioxide
CO2e carbon dioxide equivalent
CRHR California Register of Historical Resources
CTP Clean Truck Program
CUP Conditional Use Permit
dB decibel
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dBA A-weighted decibels
DPM diesel particulate matter
DTSC Department of Toxic Substances Control
EIR Environmental Impact Report
EMS Emergency Medical Services
ESA Environmental Site Assessment
FAR floor area ratio
FEMA Federal Emergency Management Agency
FESA Federal Endangered Species Act of 1973
FMMP Farmland Mapping and Monitoring Program
gal/day gallons per day
GHG greenhouse gas
GWP global warming potential
Handbook Air Quality and Land Use Handbook: A Community Health Perspective (CARB 2005)
HAPs hazardous air pollutants
HCM Highway Capacity Manual
HCP Habitat Conservation Plan
HDT Heavy Duty Trucks
HFCs hydrofluorocarbons
Hot Spots Act Air Toxics Hot Spots Information and Assessment Act of 1987 HP horsepower
HPLV High Pressure Low Volume
HVAC heating, ventilating, and air conditioning
ICU intersection capacity utilization
I Interstate
I-5 Santa Ana Freeway
LBP lead-based paint
LCFS Low Carbon Fuel Standard
LEED Leadership in Energy and Environmental Design
LEV Low Emission Vehicle
LID low impact development
LOS level of service
LSTs localized significance thresholds
MACT maximum available control technology
MBTA Migratory Bird Treaty Act of 1918
MCC Material Culture Consulting
mgd million gallons per day
MMRP Mitigation Monitoring and Reporting Program
MMT million metric tons
MPO metropolitan planning organization
MT metric tons
MT CO2e metric tons of carbon dioxide equivalent
NAAQS National Ambient Air Quality Standards
N2O nitrous oxide
NAHC Native American Heritage Commission
NALs numeric action levels
NCCP Natural Community Conservation Plan
NESHAP national emissions standards for HAPs
NH3 ammonia
NHPA National Historic Preservation Act of 1966
NHTSA National Highway Traffic and Safety Administration NMC New Model Colony
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NOP Notice of Preparation
NO2 nitrogen oxide
NOx nitrogen oxide
NOI Notice of Intent
NPDES National Pollutant Discharge Elimination System
NRCS U.A. Department of Agriculture Natural Resources Conservation Service O3 ozone
ODC Ontario Development Code
ONT Ontario International Airport
PA Planning Area
Pb lead
PDF project design feature
PFCs perfluorocarbons
PM2.5 particulate matter less than 2.5 micrometers in aerodynamic diameter PM10 particulate matter less than 10 micrometers in aerodynamic diameter ppb parts per billion
PPP Plans, Programs, and Policies
PRC Public Resources Code
PRIMP Paleontological Resources Impact Mitigation Plan
PWS public water supplier
REC recognized environmental conditions
ROG reactive organic gas
RTP Regional Transportation Plan
RWQCB Regional Water Quality Control Board
SB Senate Bill
SB 18 California Senate Bill 18, Ch. 905 (2004)
SC Standard Condition
SCAB South Coast Air Basin
SCAG Southern California Association of Governments
SCAQMD South Coast Air Quality Management District
SCCIC South Central Coastal Information Center
SCE Southern California Edison Company
SCS Sustainable Communities Strategy
SF square feet
SF6 sulfur hexafluoride
SIP state implementation plan
SO2 sulfur dioxide
SO3 sulfur trioxide
SO4 sulfates
SoCalGas Southern California Gas Company
SOx sulfur oxides
SP Specific Plan
SR State Route
SR-60 Pomona Freeway
SR-83 Euclid Avenue
SRA Source Receptor Area
SWPPP Storm Water Pollution Prevention Plan
SWQMP Storm Water Quality Management Plan
SWRCB Storm Water Resources Control Board
TACs toxic air contaminants
TIA Traffic Impact Analysis
TVDSP Transit Villages District and Specific Plan
tpy tons per year
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TTCP traditional tribal cultural places
TUA traditional use area
USDA United States Department of Agriculture
USEPA United States Environmental Protection Agency
USFWS United States Fish and Wildlife Service
UTRs utility tractors
UWMP Urban Water Management Plan
VdB velocity levels expressed in decibel notation
VMT vehicle miles travelled
VOC volatile organic compounds
WDR Waste Discharge Requirements
WFA Water Facilities Authority
Williamson Act California Land Conservation Act of 1965 WQC Water Quality Certification
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Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-1
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1. Executive Summary
This Draft Environmental Impact Report (EIR) evaluates the environmental effects that may result from the construction and operation of the proposed Redlands General Plan Transit Villages District and Specific Plan Project (proposed Project). This Draft EIR has been prepared in conformance with the City of Redlands environmental policy guidelines for implementation of the California Environmental Quality Act (CEQA).
The EIR is being circulated for review and comment by the public and other interested parties, agencies and organizations for 45 days in accordance with Section 15087 and Section 15105 of the CEQA Guidelines.
During the 45-day review period, the Draft EIR will be available for public review at the City’s website.
Written comments related to environmental issues in the Draft EIR should be addressed to:
Brian Foote, Planning Manager/City Planner
City of Redlands
35 Cajon Street, Suite 20
Mailing: P.O. Box 3005
Redlands, CA 92373
Email: [email protected]
A Notice of Availability of the Draft EIR was published concurrently with distribution of this document.
1.1 PROJECT LOCATION
A new commuter rail line, called the Arrow, is under construction in the city that will be operated by San Bernardino County Transportation Authority (SBCTA). The Arrow will initially include five stations connecting the existing San Bernardino Transit Center in downtown San Bernardino and the University of Redlands using an approximately 9-mile stretch of former Atchison, Topeka, and Santa Fe railway right-of-way. Three of the new Arrow stations are located in the city, which include: 1) New York Street/Esri Station near the intersection of Redlands Boulevard and New York Street across from the existing Esri campus, 2) Downtown Station north of the Santa Fe Depot between Eureka Street and Orange Street, and 3) University Street Station adjacent to the University of Redlands at the south end of campus near North University Street (see Figure 3-2, Local Vicinity, and Figure 3-3, Aerial Photograph).
The proposed Transit Villages Specific Plan (TVSP) area generally includes the parcels located within approximately one-half mile, or a 10-minute walk, of the three new Arrow stations in the city. The entire TVSP area, which covers approximately 947 acres (approximately 1.5 square miles) is generally bounded to the west by Kansas Street, Redlands Boulevard, Alabama Street, and Tennessee Street; to the north by the I-10, Colton Avenue, and Sylvan Boulevard; to the east by Judson Street; and to the south by Citrus Avenue, Central Avenue, Redlands Boulevard, Olive Avenue, Brookside Avenue, Ash Street, Pine Avenue, Tennessee Street, and State Street. The TVSP area also includes the parcels along both sides of Orange Street between Colton Avenue and Lugonia Avenue (see Figure 3-4, Specific Plan Station Areas).
1.2 PROJECT DESCRIPTION SUMMARY
The proposed TVSP includes amending the GP2035 to establish a new Transit Village Development (TVD) land use designation to provide for infill development of new residential and commercial uses within 0.5 mile of each of the three new Arrow stations. The existing GP2035 Transit Village Overlay Zone (TVOZ) Redlands Regular Meeting of 10-18-22 562 of 1815
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boundaries of the New York Street, Downtown, and University stations would be adjusted as part of this Specific Plan process, and the adopted TVSP boundary would be the TVOZ boundary. The form-based code that would be implemented by the proposed TVSP emphasizes building form, a mix and density of different transit-oriented development, pedestrian circulation, and public realm improvements and amenities.
The TVSP provides for infill development, redevelopment and development of a number of vacant parcels located within the Project area, that are shown in Figure 3-17, Vacant and Non-Conforming Parcels. The maximum development that would occur from buildout of the TVSP would include up to 2,400 dwelling units, 220 hotel rooms, 265,000 square feet (SF) of retail commercial uses, 238,000 SF of office uses, and 280,000 SF of open space and parks. The total square-footage and dwelling units that are included in buildout of the TVSP could be constructed at the present time under the current GP2035 land use designations and current zoning designations within the Project area, as shown in Figure 3-18, Areas of Change, and Figure 3-19, Illustrative Plan. In other words, buildout pursuant to the TVSP would be within the buildout provided for within the GP2035. However, the proposed TVSP would provide a form-based code to achieve preferred building forms and design, promote compact and walkable urban form in the vicinity of the train stations, introduce a greater variety of transportation options (and reduce vehicle trips and vehicle miles traveled), and provide more public open space and amenities that provide aesthetic and community benefits.
Infrastructure and Open Space Improvements
The TVSP would also provide a framework for a network of complete, multi-modal streets that provide for pedestrians, bicyclists, transit users, and motorists. The proposed street and open space network would provide a contiguous green space connecting the TVSP villages. The proposed Zanja Greenway would be located along a historic existing irrigation feature that traverses the Project area from Sylvan Boulevard in the University Transit Village southwest past the New York Street/Esri Transit Village. The TVSP would install riparian landscaping along the Zanja Greenway, which also runs parallel to the Orange Blossom Trail. The TVSP also includes an open space plaza at State Street/Third Street, a midtown greenbelt in the Downtown Transit Village, a central park in the University Transit Village, and a neighborhood park in the New York Street/Esri Transit Village.
Water system infrastructure improvements include upgrading potable water mains due to age and size to provide reliable fire suppression and adding non-potable water mains to serve the New York Street/Esri and Downtown station areas. The University Station area would be served by extending a private universityowned non-potable system. The Project proposes to install new 12-inch non-potable waterlines in New York between Colton Avenue and State Street that would connect to future non-potable pipelines, ultimately connecting to the existing non-potable pipeline in Lugonia Avenue. The Project proposes to install a new 8- inch non-potable waterline in Orange Street and Redlands Boulevard that would connect to a proposed non-potable pipeline in State Street, ultimately connecting to the proposed non-potable pipeline in New York Street. and the Project would include a new 8-inch non-potable line in University Street and Colton Avenue that would connect to the existing non-potable line in Colton Avenue. The Project also proposes the construction of various other new non-potable waterlines and improvements to existing sewer lines through replacement or construction of new sewer mains. The precise timing of infrastructure improvements are not known with certainty, as improvements would likely depend on the timing of future developments, buildout of private development projects, future availability and amounts of public grant funding or other public funds, and other factors.
1.3 PROJECT OBJECTIVES
The following objectives have been identified in order to aid decision makers in their review of the proposed Project and its associated environmental impacts.
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1. A vision for the future of the three station areas that recognizes the importance of Redlands’ unique history and tradition while embracing opportunities for continued reinvestment, growth, and beneficial change.
2. Application of the General Plan’s goals, policies, and actions to achieve the revitalization of the Plan Area.
3. New form-based zoning standards for the Plan Area that will replace current zoning regulations.
These new standards are calibrated to deliver new development that is consistent with Redlands’ physical character, history, and culture, as well as the community’s vision for its future growth.
4. An implementation strategy for transforming the Plan Area’s streets, infrastructure, parks, and other public spaces in line with the City of Redland’s unique culture and history.
5. Transform streets and create neighborhood connectivity through pedestrian-oriented improvements.
6. Provide a variety of housing options to accommodate and attract a range of household types in order to meet the City’s housing needs.
7. Provide for transit-oriented development around the three new Arrow Line stations in line with the City’s General Plan.
1.4 SUMMARY OF ALTERNATIVES
Section 6.0, Alternatives, of this EIR analyzes a range of reasonable alternatives to the proposed Project.
The alternatives that are analyzed in detail in Section 6.0 are summarized below.
Alternative 1: No Project/Buildout of the Existing Zoning. Under this alternative, the proposed Specific Plan would not be developed. In accordance with the CEQA Guidelines, the No Project/ Buildout of Existing Zoning Alternative will be the continuation of the existing plan, policy or operation into the future when the project is the revision of an existing land use or regulatory plan, policy or ongoing operation. Section 15126.6(e)(3)(A) of the CEQA Guidelines states that, “typically this is a situation where other projects initiated under the existing plan will continue while the new plan is developed. Thus, the projected impacts of the proposed plan or alternative plans would be compared to the impacts that would occur under the existing plan.”
This alternative evaluates the environmental effects of buildout of the TVSP area according to the existing General Plan and zoning designations. Because the TVSP area is an urban area that is generally built out, most new development would occur as adaptive reuse of existing buildings, development on existing vacant sites, and infill or redevelopment of existing uses at the intensity allowed by the existing zoning. The majority of development under this alternative would similarly occur on vacant and non-conforming parcels as shown on Figure 3-17, Vacant and Non-Conforming Parcels. The addition of residential uses and mixed residential uses within the TVSP area would not occur, as proposed by the project. However, as described in Chapter
3.0, Project Description, the amount of square-footage and dwelling units listed in Table 3-1 could be constructed at the present time under the current General Plan land use designations and current zoning designations within the Project area. Because the land use and zoning designations of the non-residential parcels would not change as a result of the proposed Specific Plan, the No Project/ Buildout of Existing Zoning Alternative assumes development of 2,400 dwelling units, 220 hotel rooms, 265,000 SF of retail commercial, 238,000 SF of office space, and 280,000 SF of open space and parks as allowed by existing General Plan and Zoning. However, development would occur in line with the existing zoning and General Plan land use designations in the area, and an increase in density in areas immediately surrounding the new Arrow Line Stations in the proposed Village Center district would not occur. In addition, areas within the proposed TVSP area would remain largely commercial within the New York Street Village and Downtown Village, and an increase in multi-family development in these areas would not be realized.
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The Alternative 1: No Project/Buildout of Existing Zoning Alternative evaluation provides a comparison between the environmental impacts of the proposed Specific Plan in contrast to the result from not approving, or denying, the proposed Specific Plan. Thus, this alternative is intended to meet the requirements of CEQA Guidelines Section 15126.6(e) for evaluation of a no project alternative.
Alternative 2: Reduced TVSP Area Alternative. Under this alternative, the parcels located within Traffic Analysis Zone (TAZ) 53827101 outside of the Transit Priority Area (TPA), which include parcels north of Colton Avenue on the northwestern tip of the TVSP area, as demonstrated by Figure 5.14-1, Transit Priority Areas & Specific Plan TAZs, would not be included in the TVSP area. Under this alternative, implementing developments in TPAs would meet the criteria set forth by Screening Criteria 1. Under this alternative, a 25 percent reduction in the number of proposed dwelling units, commercial retail, and office space would be developed in the New York Street Village. Based on the reduction in land included in the TVSP area within the New York Street Village, only 150 dwelling units, 26,250 SF of retail commercial, and 131,250 SF of office uses would be developed in the New York Street Village. Under this alternative a total of 2,350 dwelling units, 256,250 SF of retail commercial, and 194,250 SF of office uses could be developed under buildout of the TVSP. This alternative includes all of the circulation and streetscape improvements, open space improvements, and infrastructure improvements that are proposed under the TVSP, with exception to those only applicable to areas outside of TPAs within TAZ 53827101.
Alternative 3: Reduced Intensity Alternative. Under this alternative, a 60 percent reduction in the number of dwelling units, retail commercial uses, and office uses would be developed throughout all of the proposed Transit Villages. The proposed TVSP would allow for development of up to 960 dwelling units, 88 hotel rooms, 106,000 SF of retail commercial, and 95,200 SF of office uses through the year 2040. Overall, 60 percent less development would occur within each Transit Village. Under this alternative, redevelopment would still be concentrated on vacant and non-conforming parcels within the TVSP area, as shown on Figure 3-17, Vacant and Non-Conforming Parcels. This alternative includes all of the circulation and streetscape improvements, open space improvements, and infrastructure improvements that are proposed under the TVSP.
1.5 SUMMARY OF IMPACTS
Table 1-1 summarizes the conclusions of the environmental analysis contained in this Draft EIR. The level of significance of impacts after the proposed mitigation measures are applied are identified as significant and unavoidable, less than significant, and no impact. Relevant standard conditions of approval are identified, and mitigation measures are provided for all potentially significant impacts.
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Table 1-1: Summary of Impacts, Mitigation Measures, and Level of Significance Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
5.1 Aesthetics
Impact AE-2: The Project would not
substantially damage scenic resources,
including trees, rock outcroppings, and
historic buildings within a state scenic
highway.
PPP CUL-1, as described below. Potentially significant MM CUL-1, as described below. Less than significant Impact AE-3: The Project is located
within an urban area and would not
conflict with applicable zoning and
other regulations governing scenic
quality.
None Less than significant None required Less than significant Impact AE-4: The Project would not
create a new source of substantial light
or glare which would adversely affect
day or nighttime views in the area.
None Potentially significant Mitigation Measure AES-1: Construction Lighting. The developer and construction
contractors shall install all temporary
construction lighting such that: (a) lamps and
reflectors do not illuminate upon areas
beyond the implementing project site,
including any off-site security buffer areas;
(b) lighting does not cause excessive
reflected glare; (c) direct lighting does not
illuminate the nighttime sky; (d) illumination of
the project site and its immediate vicinity is
minimized; and (e) lighting is directed toward
construction work areas and shielded from
offsite areas.
Less than significant
Cumulative None Less than significant None required Less than significant
5.2 Air Quality
Impact AQ-1: The Project would conflict
with or obstruct implementation of an
applicable air quality plan.
Potentially significant MM AQ-1 through MM AQ-10, as listed below.
Significant and
Unavoidable
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Impact AQ-2: The Project would result
in a cumulatively considerable net
increase of a criteria pollutant for which
the Project region is non-attainment
under an applicable federal or state
ambient air quality standard.
Potentially significant MM AQ-1: Tier 3 Construction Equipment.
Construction plans and specifications and
construction permitting for developments
within the TVSP area shall include the
requirement that for construction equipment
greater than 150 horsepower (>150 HP), the
Construction Contractor shall use off-road
diesel construction equipment that complies
with Environmental Protection Agency
(EPA)/California Air Resources Board (CARB)
Tier 3 emissions standards during all
construction phases and will ensure that all
construction equipment be tuned and
maintained in accordance with the
manufacturer’s specifications.
MM AQ-2: Low VOC Paints. Construction
plans and specifications and construction
permitting for developments within the TVSP
area shall include the requirement that
“Super-Compliant” low VOC paints shall be
utilized that have been reformulated to
exceed the regulatory VOC limits put forth
by SCAQMD’s Rule 1113. Super-Compliant
low VOC paints shall be no more than 10
grams per liter (g/L) of VOC. Alternatively,
the applicant may utilize tilt-up concrete
buildings that do not require the use of
architectural coatings.
MM AQ-3: Electric Construction Equipment.
Construction plans and specifications and
construction permitting for developments
within the TVSP area shall include the
requirement that contract specifications for
construction activities rely on the electricity
infrastructure surrounding the construction
site, if available rather than electrical
generators powered by internal combustion
engines.
MM AQ-4: Alternative Fueled Construction
Equipment. Construction plans and
specifications and construction permitting for
developments within the TVSP area shall
Significant and
Unavoidable
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include the requirement to use of alternative
fueled, engine retrofit technology, aftertreatment products (e.g., diesel oxidation catalysts, diesel particulate filters), and/or
other options as they become available,
including all off-road and portable dieselpowered equipment.
MM AQ-5: Construction Equipment
Maintenance. Construction plans and
specifications and construction permitting for
developments within the TVSP area shall
include the requirement that construction
equipment be maintained in good operating
condition pursuant to manufacturer
specifications to reduce emissions. The
Construction Contractor shall ensure that all
construction equipment is being properly
serviced and maintained as per the
manufacturer’s specification. Maintenance
records shall be available at the construction
site for City verification.
MM AQ-6: Construction Vehicle
Management Plan. Prior to the issuance of
any grading permits for developments within
the TVSP area, the applicant and/or building
operators shall submit construction plans and
a construction vehicle management plan to
the City of Redlands denoting the proposed
schedule and projected equipment use. The
construction vehicle management plan shall
include such things as: idling time
requirements; requiring hour meters on
equipment; documenting the serial number,
horsepower, age, and fuel of all onsite
equipment. The plan shall include that
California state law requires equipment
fleets to limit idling to no more than 5 minutes.
Construction contractors shall provide
evidence that low emission mobile
construction equipment will be utilized, or that
their use was investigated and found to be
infeasible for the project as determined by
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the City. Contractors shall also conform to
any construction measures imposed by the
SCAQMD as well as City Planning Staff.
MM AQ-7: Enhanced Energy Efficiency.
Prior to the issuance of building permits, the
Project applicant shall submit energy usage
calculations to the Planning Division showing
that the Project is designed to achieve 5
percent (%) efficiency beyond the incumbent
California Building Code Title 24
requirements. Example of measures that
reduce energy consumption include, but are
not limited to, the following (it being
understood that the items listed below are not
all required and merely present examples;
the list is not all-inclusive and other features
that reduce energy consumption also are
acceptable):
• Increase in insulation such that
heat transfer and thermal
bridging is minimized;
• Limit air leakage through the
structure and/or within the heating
and cooling distribution system;
• Use of energy-efficient space
heating and cooling equipment;
• Installation of electrical hook-ups
at loading dock areas;
• Installation of dual-paned or
other energy efficient windows;
• Use of interior and exterior
energy efficient lighting that
exceeds then incumbent California
Title 24 Energy Efficiency
performance standards;
• Installation of automatic devices to
turn off lights where they are not
needed;
• Application of a paint and surface
color palette that emphasizes light
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Mitigation Measures Significance after
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and off-white colors that reflect
heat away from buildings;
• Design of buildings with “cool
roofs” using products certified by
the Cool Roof Rating Council,
and/or exposed roof surfaces
using light and off-white colors;
• Design of buildings to
accommodate photo-voltaic solar
electricity systems or the
installation of photo-voltaic solar
electricity systems;
Installation of ENERGY STARqualified energy-efficient
appliances, heating and cooling
systems, office equipment, and/or
lighting products.
MM AQ-8: Enhanced Water Conservation.
To reduce water demands and associated
energy use, subsequent development
proposals within the TVSP area shall
incorporate a Water Conservation Strategy
and demonstrate a minimum 30% reduction
in outdoor water usage when compared to
baseline water demand (total expected
water demand without implementation of the
Water Conservation Strategy)1.
Development proposals within the TVSP area
shall also implement the following:
• Landscaping palette emphasizing
drought tolerant plants;
• Use of water-efficient irrigation
techniques;
• U.S. EPA Certified WaterSense
labeled or equivalent faucets,
1 The analysis includes a reduction of 20% indoor water usage consistent with the current CALGreen Code (11) for residential and non-residential land uses. Per CALGreen, the reduction shall be based on the maximum allowable water use per plumbing fixture and fittings as required by the California Building Standards Code.
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Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
high-efficiency toilets (HETs), and
water-conserving shower heads;
• Use of recycled water, when
available.
Impact AQ-3: The Project would not
expose sensitive receptors to substantial
pollutant concentrations
Potentially significant MM AQ-9: Localized Emissions. For implementing projects within the TVSP area,
the applicant shall be responsible for
submitting a focused project-level air quality
assessment that includes the modeling of
localized on-site emissions associated with
daily grading activities anticipated for the
proposed development. During the City’s
review process of development applications
in the TVSP area, the applicant shall conduct
or shall have conducted modeling of the
regional and the localized emissions
(nitrogen oxides [NOX], carbon monoxide
[CO], Particulate Matter 10 microns in
diameter or less [PM10], and Particulate
Matter 2.5 microns in diameter or less
[PM2.5]) associated with the maximum daily
grading activities estimated for the proposed
individual developments. If the modeling
shows that emissions would exceed the
SCAQMD’s significance thresholds for those
emissions, the maximum daily grading
activities of the proposed development shall
be limited to the extent that could occur
without resulting in emissions in excess of
SCAQMD’s significance thresholds for those
emissions.
MM AQ-10: Toxic Air Contaminants.
Applicants for residential and other sensitive
land use projects (e.g., hospitals, nursing
homes, day care centers) in the TVSP area
within 1,000 feet of a major sources of TACs
Less than significant
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
(e.g., warehouses, industrial areas, freeways,
roadways, and rail lines with traffic volumes
over 10,000 vehicle per day), as measured
from the property line of the project to the
property line of the source/edge of the
nearest travel lane, shall submit a health risk
assessment (HRA) to the City of Redlands
prior to future discretionary project
approval. The HRA shall be prepared in
accordance with policies and procedures of
CEQA and the SCAQMD. If the HRA shows
that the incremental cancer risk exceeds ten in
one million (10E-06), PM10 concentrations
exceed 2.5 microgram per cubic meter
(µg/m3), PM2.5 concentrations exceed 2.5
µg/m3, or the appropriate noncancer
hazard index exceeds 1.0, the applicant will
be required to identify and demonstrate that
mitigation measures are capable of reducing
potential cancer and non-cancer risks to an
acceptable level (i.e., below ten in one million
or a hazard index of 1.0), including
appropriate enforcement mechanisms.
Measures to reduce risk may include but are
not limited to:
• Air intakes located away from high
volume roadways and/or truck
loading zones.
• Heating, ventilation, and air
conditioning systems of the
buildings provided with
appropriately sized maximum
efficiency rating value (MERV)
filters (e.g., MERV 13 or better).
Cumulative Potentially significant MM AQ-1 through MM AQ-10, as listed above.
Significant and
Unavoidable
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Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
5.3 Cultural Resources
Impact CUL-1: The Project would not
cause a substantial adverse change in
the significance of a historical resource
pursuant to CEQA Guidelines Section
15064.5.
PPP CUL-1: The City of Redlands
Historic Architectural Design
Guidelines shall apply to all projects
within the TVSP Area. The Secretary
of the Interior’s Standards for the
Treatment of Historic Properties with
Guidelines for Preserving,
Rehabilitating, Restoring &
Reconstructing Historic Buildings may
also be applicable to properties or
projects that may affect historic
buildings and resources.
Potentially Significant MM CUL-1: Historical Properties. Prior to issuance of a permit for a development
project within the TVSP area that could
directly or indirectly impact a
building/structure in excess of 50 years of
age, the City shall determine whether the
affected building/structure is historically
significant. The evaluation of historic
architectural resources shall be based on
criteria such as age, location, context,
association with an important person or
event, uniqueness, or structural integrity.
Preferred mitigation for historic buildings or
structures shall be to avoid significant impacts
to the resource through project redesign. If
the resource cannot be entirely avoided, all
prudent and feasible measures to minimize
harm to the resource shall be taken. An
historical resource assessment report shall be
prepared by a qualified architectural
historian meeting the U.S. Secretary of the
Interior standards for each project to
document the methods used to determine the
presence or absence of historical resources,
to identify potential impacts from a project,
and to evaluate the significance of any
historical resources identified. If potentially
significant impacts to a historical resource are
identified, the report will also recommend
appropriate mitigation to reduce the impacts
to below a significant degree, where
possible. If mitigation is required, mitigation
programs can also be included in the report.
Depending upon project impacts, measures
shall include, but are not limited to:
• Preparing a historic resource
management plan;
Less than significant
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or Plan, Program, Policy
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before Mitigation
Mitigation Measures Significance after
Mitigation
• Adding new construction that is
compatible in size, scale, materials,
color, and workmanship to the
historical resource (such additions,
whether portions of existing
buildings or additions to historic
districts, shall be clearly
distinguishable from historic
fabric);
• Repairing damage according to
the Secretary of the Interior's
Standards for Rehabilitation;
• Screening incompatible new
construction from view through the
use of berms, walls, and
landscaping in keeping with the
historic period and character of the
resource; and
• Shielding historic properties from
noise generators through the use of
sound walls, double glazing, and
air conditioning.
Impact CUL-2: The Project would not
cause a substantial adverse change in
the significance of an archaeological
resources pursuant to CEQA Guidelines
Section 15064.5.
None Potentially significant MM CUL-2: Desktop Review. During environmental review for future projects
located within the TVSP area, a qualified
archaeologist will prepare a brief letter
report to determine the likelihood for the
project site to contain archaeological
resources. This letter report will contain the
results of background research and will tier
off the research conducted in the Redlands
Transit Villages Specific Plan Project Cultural
and Paleontological Assessments prepared
by Material Culture Consulting, Inc.
Additional reference material will be
reviewed, including project area specific
historic photographs, topographic maps and
Less than significant
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
existing historic information. The background
information provided in the Redlands Transit
Villages Specific Plan Project Cultural and
Paleontological Assessments will be valid for
five (5) years, after which time an updated
search of the CHRIS will be required and
submitted as an addendum to the original
document. If there is any evidence that the
project site has an increased sensitivity for
archaeological or tribal cultural resources,
based on existing onsite historic-age
buildings or structures, or if previously
identified resources are present within the
project area or vicinity, then Mitigation
Measure CUL-4 through Mitigation Measure
CUL-6 shall be implemented.
MM CUL-3: Native American Coordination.
Where a recorded Native American
archaeological site is identified, the City shall
initial coordination with identified California
Indian tribes. It should be noted that during
the coordination process, tribal
representative(s) will be directly involved in
making recommendations regarding the
significance of a prehistoric archaeological
site, which could be considered a historic
tribal cultural resource listed or eligible for
listing in the California Register of Historical
Resources, or in a local register of historical
resources as defined in Public Resources
Code section 5020.1(k).
MM CUL-4: Phase 2 Archaeological Site
Testing. If previously identified
archaeological resources are present within
the project area, a Phase 2 Archaeological
Site Testing program shall be recommended,
which would include evaluating the horizontal
and vertical dimensions of a site, the
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or Plan, Program, Policy
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before Mitigation
Mitigation Measures Significance after
Mitigation
chronological placement, site function,
artifact/ecofact density and variability,
presence/absence of subsurface features,
and research potential. Results of the testing
program, in tandem with the Native
American coordination process required by
Mitigation Measure CUL-3 will determine the
historic significance of the resource.
When appropriate, the final testing report
must be submitted to the City for eligibility
determination and possible designation. An
agreement on the appropriate form of
mitigation is required prior to distribution of
a draft environmental document, should one
be required. If no significant resources are
found, and site conditions are such that there
is no potential for further discoveries, then no
further action is required. Resources found to
be non-significant as a result of a survey
and/or assessment will require no further
work beyond documentation of the resources
on the appropriate Department of Parks and
Recreation site forms and inclusion of results
in the survey and/or assessment report. If no
significant resources are found but results of
the initial evaluation and testing phase
indicate there is still a potential for resources
to be present in portions of the property that
could not be tested, then development of a
mitigation and monitoring program is
required.
MM CUL-5: Data Recovery Program. If
significant cultural resources are present
within a given Project Area, preferred
mitigation for significant cultural resources is
avoidance through project redesign. If the
resource cannot be entirely avoided, all
prudent and feasible measures to minimize
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Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
harm shall be taken. For archaeological
resources where preservation is not an
option, a Data Recovery Program is
required, which includes a Collections
Management Plan. The program and plan
will be subject to City review and approval
prior to implementation. The data recovery
program shall be based on a written
research design and is subject to the
provisions as outlined in CEQA Section
21083.2. The data recovery program must
be reviewed and approved by the City
Development Services Department.
MM CUL-6: Archaeological Resources
Management Plan (ARMP). If resources are
discovered within a given Project Area, or if
there is a high potential for encountering
resources, an Archaeological Resources
Management Plan (ARMP) will be required.
In this case, the ARMP should include the
following, at a minimum:
At least 90 days prior to issuance of grading
permits, the project permittee/owner shall
retain a qualified archaeological monitor to
prepare the ARMP and to monitor all
ground-disturbing activities in an effort to
identify any unknown archaeological
resources. Qualified archaeological
monitor(s) will have a minimum of a
bachelor’s degree, verifiable training and
one year of monitoring experience in
Southern California on similar projects. Prior
to grading, the project permittee/owner shall
provide to the City Development Services
Department verification that a qualified
monitor has been retained. Monitors will
report to the Project Archaeologist for the
Project and may work in collaboration with
Native American monitors for tribal cultural
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before Mitigation
Mitigation Measures Significance after
Mitigation
resources that may be a historical resource as
defined in Public Resources Code section
5020.1(k).
• The Project Archaeologist shall
meet the U.S. Secretary of the
Interior Standards.
• Any newly discovered
archaeological resource deposits
shall be subject to a formal
significance evaluation.
• The Project Archaeologist will work
in coordination with consulting
tribes, the permittee/owner, and
the City on the ARMP to address
the details, timing, and
responsibility of all archaeological
activities that will occur on the
project site. Details in the plan shall
include, at a minimum:
a. Project grading
and development
scheduling;
b. The development
of a schedule in
coordination with
the
permittee/owner/c
onsulting Native
American tribes
and the Project
Archaeologist
during grading,
excavation and
ground-disturbing
activities on the site:
including the
scheduling, safety
requirements,
duties, scope of
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work, and Native
American tribal
monitors’ authority
to stop and redirect
grading activities in
coordination with
all project
archaeologists;
and,
c. The protocols and
stipulations that the
permittee/owner,
City, tribes, and
Project
Archaeologist will
follow in the event
of inadvertent
archaeological
resource
discoveries,
including any newly
discovered
archaeological
resource deposits
that shall be subject
to a archaeological
resources
evaluation.
• A final report documenting the
monitoring activity and disposition
of any recovered archaeological
resources shall be submitted to the
City of Redlands, South Central
Coast Information Center (SCCIC),
and consulting tribes within 60
days of completion of monitoring.
A. Pregrading Conference
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The Project Archaeologist and/or designee
shall participate in a pre-grading conference
with development staff and construction
operations, to ensure an understanding of the
monitoring requirements and implementation
procedures to be utilized during construction.
This meeting shall take place before the
initiation of major ground-disturbing
activities. Training at this meeting shall inform
all construction personnel of the procedures
to be followed upon the discovery of
archaeological resources, general
archaeological items, including the
archaeology and culture history of the area,
as well as pictures of typical artifacts, sites,
and resources that can be found during
construction. This training should stress
applicable state, federal, and local laws,
and include information on what to do in case
an unanticipated discovery is made by a
worker. All construction personnel should be
instructed to stop work within a 50-foot
radius of the find and immediately inform
their field supervisor upon any discovery in
the Project Area. The Project Archaeologist
and Native American monitors shall be called
to assess the find to determine if additional
monitors should be mobilized to the Project
Area to examine and evaluate the resources.
B. Archaeological Monitoring
An adequate number of qualified
archaeological monitors shall be present to
ensure that all earth moving activities are
observed and shall be on-site during all
grading activities for areas to be monitored,
including off-site improvements. Inspections
will vary based on the rate of excavation, the
materials excavated, and the presence and
abundance of artifacts and features. The
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frequency and location of inspections will be
determined by the Project Archaeologist.
Archaeological monitoring will include
inspection of exposed cut surfaces and spoils
piles. Monitors maintain close communication
with the on-site construction personnel to
maintain a safe working environment and to
be fully appraised of the upcoming Project
activity areas and any schedule changes. All
monitors shall complete daily documentation
of all construction activities requiring
monitoring, including the location of
monitoring activities throughout the day,
observations of sediment type and
distribution, observations regarding
resources, collection of resources and other
information. This documentation will be
prepared by each monitor on each shift, in a
Daily Field Monitoring Summary and Daily
Artifact Collection log, as relevant to the
discoveries each day. The monitor shall
photograph ground disturbing activities,
sediment, and resources for documentation
purposes and will fill out a Photograph Log
each day. The Daily Field Monitoring
Summary, Daily Artifact Collection Log
and/or Photograph Log comprise the field
notes. These notes shall be filed weekly with
the Project Archaeologist and be made
available to the Proponent and City upon
request.
C. Monitor’s Authority to Temporarily Halt
Project Activities
Archaeological monitors have the authority to
initiate a temporary work stoppage of
construction activities to assess and/or
recover a potentially significant discovery. It
is important that all earthmoving contractor
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personnel recognize the authority of the
monitor(s) to redirect Project construction
activities. The monitor(s) will attempt to
minimize schedule impacts, however, in cases
of significant discovery, this process can be
quite lengthy, and recent discoveries in the
region have shown the area to be highly
sensitive for cultural materials. The monitor(s)
will stay with the discovery and notify the
construction foreman and the Project
Archaeologist. If phone communication is
problematic, the monitor will demarcate a
50-ft buffer zone around the specimen using
flagging pins until the find is assessed and
potential impacts to archaeological resources
are avoided, minimized, or mitigated.
D. Unanticipated Discovery Protocol
If inadvertent discoveries of subsurface
archaeological resources are discovered
during grading, the Project Archaeologist
shall assess the significance of such resources
and shall meet and confer with the City
Development Services Department and
designated Native American monitors from
consulting tribes regarding the mitigation for
such resources.
E. Data Recovery Plan for Archaeological
Resources
The following plan identifies protocol for
assessing newly discovered resources. This
section follows state guidelines for
management of archaeological resources, as
well as current best practices and industry
standards for cultural resource management
professional. Please note that when
inadvertent discoveries of Native American
archaeological resources occur, coordination
with consulting Native American
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tribes/affiliations should be completed prior
to removal or treatment of these resources, to
ensure proper treatment and disposition, as
outlined in Mitigation Measures TCR-3. The
Project Archaeologist shall be contacted to
flag the area in the field and determine if the
archaeological deposits meet the CEQA
definition of historical (State CEQA
Guidelines 15064.5(a)) and/or unique
archaeological resource (Public Resources
Code 21083.2(g)). If the find is considered a
“resource” the archaeologist shall pursue
either protection in place or recovery,
salvage and treatment of the deposits.
F. Isolates
Less than three artifacts in one location are
defined as isolates. These may consist of, for
example, a single projectile point, a
culturally modified animal bone, or a glass
bottle. When isolates are discovered, the
monitor carefully examines the surrounding
area to ensure that other artifacts are not
present. Subsequently, the monitor
photographs the isolate with a scale bar,
obtains GPS coordinates of the location and
records the isolate using standard California
Department of Parks and Recreation (DPR)
series 523 forms.
I. Archaeological Sites
Archaeological sites consist of more than
three artifacts in one location. In addition,
sites may have features such as rock ovens,
burials, and other human-created alterations
of the natural environment - with or without
the presence of artifacts. Sites and features
require evaluation to determine if they meet
significance criteria as per CEQA. An
archaeological site is considered significant if
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it is eligible or potentially eligible for listing
in the CRHR. When an archaeological site is
discovered during any Project activity, the
archaeological monitor will divert
construction away from the area at a
minimum distance of 50 ft from the find and
establish an exclusionary zone (flagging
pins/tape) around the resource. The
archaeological monitor(s) will then notify the
Project Archaeologist for direction on how to
proceed. Regardless of the outcome of the
significance and CRHR eligibility assessment,
every feature and site require a standard set
of data collection for analysis and
recordation on standard DPR forms. Features
or sites older than 50 years must be
delineated and photographed, GPS
coordinates must be taken, and features and
site records are completed including
production of field maps and sketch map
drawings. Thorough mapping is required for
all features or sites, and include an accurate
elevation measurement, the depth the
deposit extends below surface and true north
reading.
Recovery, salvage and treatment protocols
shall be developed in accordance with
applicable provisions of Public Resource
Code Section 21083.2 and State CEQA
Guidelines 15064.5 and 15126.4. If unique
archaeological resources cannot be
preserved in place or left in an undisturbed
state, recovery, salvage and treatment shall
be required at the applicant’s expense. All
recovered and salvaged resources shall be
prepared to the point of identification and
permanent preservation by the
archaeologist. Resources shall be identified
and curated into an established accredited
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professional repository, at the Western
Science Center in Hemet. Excavation as a
treatment option will be restricted to those
parts of the unique archaeological resource
that would be damaged or destroyed by the
project. All items found in association with
Native American human remains shall be
considered grave goods and sacred in origin
and subject to special handling pursuant to
Mitigation Measure TCR-4.
MM CUL-7: Human Remains. Procedures
taken upon discovery of human remains will
be consistent with State Law (California
Health and Safety Code Section 7050.5;
California PRC Section 5907.98) and CR-3.
If human remains are encountered during
project grading, no further disturbance shall
occur until the San Bernardino County
Coroner has made the necessary findings as
to origin. Further, pursuant to California
Public Resources Code Section 5097.98(b)
remains shall be left in place and free from
disturbance until a final decision as to the
treatment and disposition has been made.
The monitor(s) will immediately divert work a
minimum of 100 feet and place an exclusion
zone (flagging pins) around the burial. Inplace preservation and protection from further disturbance shall always be the
preferred approach. If the San Bernardino
County Coroner determines the remains to be
Native American, the NAHC shall be
contacted within a twenty-four (24) hour
timeframe. Subsequently, the NAHC shall
identify the “most likely descendant.” The
most likely descendant (MLD) shall then make
recommendations and engage in
consultations concerning the treatment of the
remains as provided in Public Resources
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Code 5097.98. According to the California
Health and Safety Code, six or more human
burials at one location constitute a cemetery
(Section 8100), and willful disturbance of
human remains is a felony (Section 7052).
If the coroner determines the remains
represent a historic-era, non-Native
American burial, standard non-invasive
analysis of the skeletal remains and any
artifacts will be performed on any burials
removed. Reburial in place is preferred, but
if burials are removed, they will be
reinterred in an appropriate setting. If the
coroner determines the remains to be
modern, the coroner will take custody of the
remains. Reburial locations will be formally
recorded on standard DPR forms as an
Archaeological Redeposit. The site record
will include maps of the original and reburial
locations. The record will include dates of
excavation and interment and a list of
individuals (with affiliation) present during
reburial. A burial treatment report will be
prepared separately from any other reports
and will be a confidential document. Copies
will be filed with the Eastern Information
Center, the MLD and the NAHC (latter two
for Native American burials only). Any
skeletal analysis or artifact analysis will be
included in the final monitoring compliance
report for the Project.
MM CUL-8: Monitoring Compliance Report.
The Project Archaeologist shall prepare a
final archaeological report prior to issuance
of final building inspection, or other City
milestone, to verify compliance with project
conditions and mitigation measures. The
report shall follow industry standard
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guidelines and City of Redlands requirements
and shall include at a minimum: a discussion
of monitoring methods and techniques uses,
the results of the monitoring program
including any artifacts recovered, an
inventory of any resources recovered,
updated DPR forms, if any, and any other
site(s) identified, final disposition of the
resources, and any additional
recommendations. A final copy shall be
submitted to the City of Redlands
Development Services Department and the
South Central Coast Information Center
(SCCIC).
MM CUL-9: Curation of Archaeological
Resources. All archaeological materials,
including original maps, field notes, nonburial related artifacts, catalog information, and final reports recovered during public
and/or private development projects must
be permanently curated with an appropriate
institution, one that has the proper facilities
and staffing for ensuring research access to
the collections consistent with state and
federal standards. In the event that a
prehistoric and/or historic deposit is
encountered during construction monitoring, a
collections management plan would be
required in accordance with the project
Mitigation and Monitoring Program.
The disposition of human remains and burialrelated artifacts that cannot be avoided or are inadvertently discovered is governed by
state (i.e., Assembly Bill 2641 [Coto] and
California Native American Graves
Protection and Repatriation Act of 2001
[Health and Safety Code 8010-8011]) and
federal (i.e., Native American Graves
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Protection and Repatriation Act [U.S. Code
3001-3013]) law, and must be treated in a
dignified and culturally appropriate manner
with respect for the deceased individual(s)
and their descendants. Any human bones and
associated grave goods of Native American
origin shall be turned over to the appropriate
Native American group for repatriation, as
further stipulated in Mitigation Measures
TCR-3 and TCR-4.
Arrangements for long-term curation of all
recovered artifacts, with the exception of
tribal cultural resources, must be established
between the applicant/property owner and
the consultant prior to the initiation of the
Phase 2 Archaeological Site Testing
Program. This information must then be
included in the archaeological survey, testing,
and/or data recovery report submitted to
the City for review and approval. Curation
must be accomplished in accordance with the
California State Historic Resources
Commission’s Guidelines for the Curation of
Archaeological Collection (dated May 7,
1993) and, if federal funding is involved,
Title 36 of the Code of Federal Regulations,
Part 79.
Cumulative PPP CUL-1, listed above Potentially Significant MM CUL-1 through MM CUL-9, listed above.
Less than significant
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5.4 Energy
Impact E-1: The Project would not result
in potentially significant environmental
impacts due to wasteful, inefficient, or
unnecessary consumption of energy
resources, during Project construction or
operation.
None Less than significant None required Less than significant Impact E-2: The Project would not
conflict with or obstruct a state or local
plan for renewable energy or energy
efficiency.
None No Impact None required No impact
Cumulative None Less than significant None required Less than significant
5.5 Geology and Soils
Impact GEO-6: The Project would not
directly or indirectly destroy a unique
paleontological resource or site or
unique geologic feature.
None. Potentially significant MM GEO-1: Paleontological Resources Management Program (PRMP). If a project
proposes subsurface disturbance within an
area mapped as a high sensitivity geologic
unit (i.e., older alluvial deposits), or
subsurface disturbance greater than 5 feet
deep within an area mapped at the surface
as a low sensitivity geologic unit (i.e., younger
alluvial deposits), a paleontological resource
management program (PRMP) is required
unless a qualified paleontologist retained by
a Project Proponent provides a letter to the
City verifying that a PRMP is not warranted
based on the results of a project-specific
assessment. The PRMP will be reviewed and
approved by the City prior to the issuance of
a grading permit. The PRMP will be designed
and implemented prior to any ground
disturbance activities to monitor, salvage,
and curate any recovered fossils associated
with the project area, should these be
unearthed. It is recommended that, if
Less than significant
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necessary, a project’s PRMP implement the
following standard procedures:
1. The applicant shall retain a
qualified paleontologist
(Project Paleontologist)
approved by the City to
create and implement a
project-specific plan for
monitoring site
grading/earthmoving
activities. As per Society of
Vertebrate Paleontology
(SVP) guidelines, a qualified
paleontological monitor is an
individual who has
demonstrated sufficient
paleontological training and
field experience to have
acceptable knowledge and
experience of fossil
identification, salvage and
collection methods,
paleontological techniques,
and stratigraphy. An
undergraduate degree in
geology or paleontology is
preferable but is less
important than documented
experience performing
paleontological monitoring.
The paleontological monitor
must work under the direction
of the Project Paleontologist.
2. The project paleontologist
retained shall review the
approved development plan
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and grading plan and
conduct any pre-construction
work necessary to render
appropriate monitoring
requirements as appropriate.
These requirements shall be
documented by the project
paleontologist in a
paleontological resource
management program
(PRMP). This PRMP shall be
submitted to the City for
approval prior to issuance of
a grading permit. Information
to be contained in the PRMP,
at a minimum and in addition
to other industry standards
and Society of Vertebrate
Paleontology standards, are
as follows:
a. The Project
Paleontologist shall
participate in a
pre-construction
project meeting
with development
staff and
construction
operations to
ensure an
understanding of
any monitoring
measures required
during construction,
as applicable.
b. Paleontological
monitoring of
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earthmoving
activities will be
conducted on an
as-needed basis by
the project
paleontologist
during all
earthmoving
activities that may
expose sensitive
strata. Earthmoving
activities in areas
of the project area
where previously
undisturbed strata
will be buried but
not otherwise
disturbed will not
be monitored. The
project
paleontologist or
his/her assign will
have the authority
to reduce
monitoring once
he/she determines
the probability of
encountering fossils
has dropped below
an acceptable
level.
c. If the Project
Paleontologist finds
fossil remains,
earthmoving
activities will be
diverted
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temporarily around
the fossil site until
the remains have
been evaluated,
documented, and
recovered.
Earthmoving will be
allowed to proceed
through the site
when the Project
Paleontologist
determines the
fossils have been
recovered and/or
the site mitigated
to the extent
necessary.
d. If fossil remains are
encountered by
earthmoving
activities when the
Project
Paleontologist is
not onsite, these
activities will be
diverted around
the fossil site and
the Project
Paleontologist
called to the site
immediately to
evaluate,
document, and
recover the
remains.
e. If fossil remains are
encountered,
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fossiliferous rock
and soil will be
recovered from the
fossil site and
processed to allow
for the recovery of
smaller fossil
remains. Test
samples may be
recovered from
other sampling sites
in the geologic unit
if appropriate.
f. Any recovered
fossil remains will
be prepared to the
point of
identification and
identified to the
lowest taxonomic
level possible by
knowledgeable
paleontologists.
The remains then
will be curated
(assigned and
labeled with
museum*
repository fossil
specimen numbers
and corresponding
fossil site numbers,
as appropriate;
placed in specimen
trays and, if
necessary, vials
with completed
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specimen data
cards) and
catalogued, an
associated
specimen data and
corresponding
geologic and
geographic site
data will be
archived (specimen
and site numbers
and corresponding
data entered into
appropriate
museum repository
catalogs and
computerized data
bases) at the
museum repository
by a laboratory
technician. The
remains will then be
accessioned into
the museum*
repository fossil
collection, where
they will be
permanently
stored, maintained,
and, along with
associated
specimen and site
data, made
available for future
study by qualified
scientific
investigators.
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g. A qualified
paleontologist shall
prepare a report
of findings made
during all site
grading activity
with an appended
itemized list of
fossil specimens
recovered during
grading (if any).
This report shall be
submitted to the
Development
Services
Department for
review and
approval prior to
building final
inspection as
described
elsewhere in these
conditions.
A. Pregrading Conference
The Project Paleontologist and/or designee
shall participate in a pre-grading conference
with development staff and construction
operations, to ensure an understanding of the
monitoring requirements and implementation
procedures to be utilized during construction.
This meeting shall take place before the
initiation of major ground-disturbing
activities. Training at this meeting shall inform
all construction personnel of the procedures
to be followed upon the discovery of
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paleontological resources, general
paleontological items, including the
paleontology and geology of the area, as
well as pictures of typical fossils that can be
found during construction. This training should
stress applicable state, federal, and local
laws, and include information on what to do
in case an unanticipated discovery is made
by a worker. All construction personnel should
be instructed to stop work within a 50-foot
radius of the find and immediately inform
their field supervisor upon any discovery in
the project area. The Project Paleontologist
shall be called to assess the find to determine
if monitors should be mobilized to the project
area to examine and evaluate the fossils.
B. Paleontological Monitoring
Paleontological monitoring of earthmoving
activities within older Quaternary alluvial
deposits will be initially conducted on a fulltime basis, and earthmoving activities below five feet within younger Quaternary alluvial
deposits will be conducted on a part-time
(spot-checking) basis by the paleontological
monitor. The Project Paleontologist may reevaluate the necessity for paleontological monitoring after initial examination of the
affected sediments during excavation, which
may result in part-time or spot-checking the
remainder of excavations, or cessation of
monitoring. Paleontological monitoring of
construction excavations involves field
inspection of trenches, spoils piles, scraped or
graded surfaces. Monitors shall maintain
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close communication with the on-site
construction personnel to maintain a safe
working environment and to be fully
appraised of the upcoming Project activity
areas and any schedule changes. All monitors
shall complete daily documentation of all
construction activities requiring monitoring,
including the location of monitoring activities
throughout the day, observations of sediment
type and distribution, observations
regarding paleontological resources,
collection of resources and other information.
This documentation will be prepared by each
monitor on each shift, in a Daily Field
Monitoring Summary and Daily
Paleontological Locality Collection log, as
relevant to the discoveries each day. The
monitor shall photograph ground disturbing
activities, sediment, and resources for
documentation purposes and will fill out a
Photograph Log each day. The Daily Field
Monitoring Summary, Daily Paleontological
Locality Collection Log and/or Photograph
Log shall comprise the field notes. These notes
shall be filed weekly with the Project
Paleontologist and be made available to the
Proponent and City upon request.
C. Monitor’s Authority to Temporarily Halt
Project Activities
Paleontological monitors have authority to
initiate a temporary work stoppage of
construction activities to assess and/or
recover paleontological discoveries. It is
important that all earthmoving contractor
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personnel recognize the authority of the
paleontological monitor(s) to redirect project
construction activities. The monitor(s) will
attempt to minimize schedule impacts,
however, in cases of large discoveries, this
process can be quite lengthy, and recent
discoveries in the region have shown the area
to be highly sensitive for paleontological
materials. The monitor(s) will stay with the
discovery and notify the construction foreman
and the Project Paleontologist. The monitor
will demarcate a 50-foot buffer zone around
the specimen using flagging or other highvisibility methods until the find is assessed and potential impacts to paleontological
resources are avoided, minimized, or
mitigated.
D. Data Recovery Plan for Paleontological
Resources
If fossils are discovered, the qualified
paleontological monitor shall recover them. In
the instance of an extended salvage period,
the Project Paleontologist shall work with the
construction manager to temporarily direct,
divert, or halt earthwork to allow recovery of
fossil remains in a timely manner. If the find
is too large to be managed by one monitor,
additional assistance will be called upon to
expedite the process. Because of the
potential for the recovery of small fossil
remains, it may be necessary to collect bulk
samples (up to 6,000 pounds) of sedimentary
rock matrix. Screen-washing will only occur in
the event of a significant discovery. The
Project Paleontologist will consult with the
Project Applicant/Proponent prior to
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
collecting any bulk samples. Scientifically
significant fossils of microscopic size
consisting of vertebrates, invertebrates,
plants, or trace fossils, may be in sediments
that produce significant finds. The locations of
any significant discoveries should be sampled
and later screen-washed and picked in the
paleontological laboratory to fully document
the microfaunal or microfloral diversity of the
locality.
Construction activities shall continue outside
of a 50-foot buffer to the discovery site
based on the size of the fossil and in
consultation with the foreperson and other
construction leads. All scientifically important
fossils shall be salvaged and fully
documented within a detailed stratigraphic
framework as construction conditions and
safety considerations permit. Fossils will only
be retrieved from within the project
boundaries. Once the fossils have been
partially prepared in the laboratory, nonsignificant resources such as bone fragments lacking identifiable features (processes or
definable skeletal structures) shall be
discarded or used only for educational or
public outreach purposes.
F. Monitoring Compliance Report
The Project Paleontologist shall prepare a
final paleontological report prior to issuance
of final building inspection, or other City
milestone, to verify compliance with project
conditions and mitigation measures. The
report shall follow industry standard
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guidelines and City of Redlands requirements
and shall include at a minimum: a discussion
of monitoring methods and techniques uses,
the results of the monitoring program
including any fossils recovered, an inventory
of any resources recovered, locality forms, if
any, final disposition of the resources, and
any additional recommendations.
G. Curation of Paleontological Resources
Fossil remains collected during monitoring
and salvage shall be cleaned, repaired,
sorted, and catalogued as part of the
monitoring program. When potentially
scientifically significant fossil discoveries are
made by paleontological monitors, they
should be quickly and professionally
explored, assessed, and evaluated to
minimize construction delays; the City
Development Services Department and
Project Paleontologist will be notified
immediately. Additional paleontologists will
be brought in to assist with the salvage as
needed. Salvages may consist of the
relatively rapid removal of small isolated
fossils from an active cut, to hand-quarrying
of larger fossils over several hours, to
excavations of large fossils or large numbers
of smaller fossils from a bone bed over
several days or weeks.
At each paleontological locality, the
Project Paleontologist or paleontological
monitor will record the field number, date
of discovery and date of collection,
geographic coordinates, elevation,
formation, stratigraphic provenance,
lithologic description of sediment that
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Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-41
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
produced the fossil(s), type(s) of fossils and
type(s) of element(s), taphonomic and
paleoenvironmental interpretations,
associations with other fossils,
photograph(s), and collector(s). All fossils
and matrix samples must be properly
labeled prior to removal from the locality
where they were discovered and taken to
a secure laboratory for preparation to the
point of identification and curation.
Cumulative None Potentially significant MM GEO-1, listed above. Less than significant
5.6 Greenhouse Gases
IMPACT GHG-1: The Project would not
generate greenhouse gas emissions,
either directly or indirectly, that may
have a significant impact on the
environment.
None
Less than significant MM AQ-7 and MM AQ-8, listed above. Less than significant IMPACT GHG-2: The Project would not
conflict with an applicable plan, policy,
or regulation adopted for the purpose
of reducing the emissions of greenhouse
gases.
None
Less than significant None required Less than significant Cumulative None Less than significant MM AQ-7 and MM AQ-8, listed above. Less than significant
5.7 Hazards and Hazardous Materials
Impact HAZ-4: The Project would not
be located on a site which is included on
a list of hazardous materials sites
compiled pursuant to Government Code
Section 65962.5 and, as a result, would
create a significant hazard to the public
or the environment.
None Less than significant None required. Less than significant Cumulative Less than significant None required Less than significant Redlands Regular Meeting of 10-18-22 602 of 1815
Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-42
Draft EIR
July 2022
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
5.8 Hydrology and Water Quality
Impact WQ-2: The Project would not
substantially decrease groundwater
supplies or interfere substantially with
groundwater recharge such that the
project may impede sustainable
groundwater management of the basin.
None Less than significant None required Less than significant Impact WQ-3i: The Project would not
substantially alter the existing drainage
pattern of the site or area, including
through the alteration of the course of a
stream or river or through the addition
of impervious surfaces, in a manner
which would result in a substantial
erosion or siltation on- or off-site.
PPP HYD-1 National Pollutant
Discharge Elimination System
(NPDES). Projects will be
constructed in accordance with the
NPDES General Permit for Storm
Water Discharges Associated with
Construction and Land Disturbance
Activities, NPDES No. CAS000002.
Compliance requires a risk
assessment, a SWPPP, and
associated BMPs.
PPP HYD-3 Santa Ana RWQCB
MS4 Permit. Projects will be
constructed and operated in
accordance with the Santa Ana
RWQCB Municipal Stormwater
(MS4) Permit for the part of the
Santa Ana Basin in San Bernardino
County in 2010 (Order No. R8-
2010-0036). The MS4 Permit
requires new development and
redevelopment projects to adopt a
WQMP to:
• Control contaminants into storm
drain systems
• Educate the public about
stormwater impacts
• Detect and eliminate illicit
discharges
• Control runoff from construction
sites
Less than significant None required Less than significant Impact WQ-3ii: The Project would not
substantially alter the existing drainage
pattern of the site or area, including
through the alteration of the course of a
stream or river or through the addition
of impervious surfaces, in a manner
which would substantially increase the
rate or amount of surface runoff in a
manner which would result in flooding
on- or off-site.
Less than significant None required Less than significant Impact WQ-3iii: The Project would not
substantially alter the existing drainage
pattern of the site or area, including
through the alteration of the course of a
stream or river or through the addition
of impervious surfaces, in a manner
which would create or contribute runoff
water which would exceed the capacity
of existing or planned stormwater
drainage systems or provide substantial
additional sources of polluted runoff.
Less than significant None required Less than significant Impact WQ-3iv: The Project would not
substantially alter the existing
drainage pattern of the site or area,
Less than significant None required Less than significant Redlands Regular Meeting of 10-18-22 603 of 1815
Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-43
Draft EIR
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
including through the alteration of the
course of a stream or river or through
the addition of impervious surfaces, in a
manner which would impede or redirect
flood flows.
• Implement BMPs and sitespecific runoff controls and
treatments
Impact WQ-4: The Project would not risk
release of pollutants due to project
inundation within a flood hazard zone.
Less than significant None required Less than significant Cumulative PPP HYD-1: NPDES, listed above
PPP HYD-2: Santa Ana RWQCB
MS4 Permit, listed above
Less than significant None required Less than significant
5.9 Land Use and Planning
Impact LU-2: The Project would not
cause a significant environmental
impact due to a conflict with any land
use plan, policy, or regulation adopted
for the purpose of avoiding or
mitigating an environmental effect.
Less than significant None required Less than significant Cumulative Less than significant None required Less than significant
5.10 Noise
Impact NOI-1: The Project would not
generate a substantial temporary or
permanent increase in ambient noise
levels in excess of standards established
in the local general plan or noise
ordinance, or applicable standards of
other agencies.
None. Potentially Significant MM NOI-1: Construction Equipment: Prior to the issuance of a demolition, grading, or
construction permit for new development
within the TVSP, the project plans and
specifications shall require that construction
contractors equip all construction equipment,
fixed or mobile, with properly operating and
maintained mufflers, consistent with
manufacturers’ standards, and all stationary
construction equipment shall be placed so
that emitted noise is directed away from the
noise-sensitive use nearest the construction
activity.
Less than significant
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before Mitigation
Mitigation Measures Significance after
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MM NOI-2: Construction Staging: Prior to
the issuance of a demolition, grading, or
construction permit for new development
within the TVSP, the project plans and
specifications shall require that the
construction contractor shall locate equipment
staging in areas that will create the greatest
distance between construction-related noise
sources and noise-sensitive receiver nearest
to the construction activity.
MM NOI-3: Construction Noise Levels:
Prior to the issuance of a demolition, grading,
or construction permit for new development
within the TVSP, the project plans and
specifications shall demonstrate that all
construction activity within the TVSP will
satisfy the exterior construction noise level of
80 dBA Leq at a sensitive receiver (e.g.,
residential).
MM NOI-4: Construction Noise Barriers:
Prior to the issuance of a demolition, grading,
or construction permit for new development
within the TVSP that could exceed the
exterior construction noise level of 80 dBA Leq
at a sensitive receiver (e.g. residential), the
project plans and specifications shall detail
the installation of temporary construction
noise barriers for occupied noise-sensitive
uses for the duration of construction activities
that could exceed the TVSP construction noise
level thresholds. The noise control barrier(s)
must provide a solid face from top to bottom
and shall:
• Provide a minimum transmission
loss of 20 dBA and be constructed
with an acoustical blanket (e.g.
Redlands Regular Meeting of 10-18-22 605 of 1815
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before Mitigation
Mitigation Measures Significance after
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vinyl acoustic curtains or quilted
blankets) attached to the
construction site perimeter fence or
equivalent temporary fence posts;
• Be maintained and any damage
promptly repaired. Gaps, holes, or
weaknesses in the barrier or
openings between the barrier and
the ground shall be promptly
repaired; and
• Be removed and the site
appropriately restored upon the
conclusion of the construction
activity.
MM NOI-5: Residential Exterior Noise:
Prior to the issuance of a building permit for
new residential dwelling units within the
TVSP, the Project plans and specifications
shall demonstrate compliance with the 60
dBA CNEL exterior noise level standard as
defined by Table 7-11 of the City of
Redlands General Plan Healthy Community
Element through preparation of an acoustical
analysis. The outdoor environment is limited
to private yard of single family as measured
at the property line; multifamily private
patio or balcony which is served by a means
of exit from inside; mobile home park;
hospital patio; park picnic area; school
playground; hotel and recreational area as
intended by the General Plan Healthy
Community Element.
MM NOI-6: Residential Interior Noise: Prior
to the issuance of a building permit for new
residential dwelling units within the TVSP, the
Project plans and specifications shall
demonstrate compliance with the 45 dBA
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before Mitigation
Mitigation Measures Significance after
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CNEL interior noise level standard as defined
by Table 7-11 of the General Plan Healthy
Community Element and by Title 24, Part 2,
of the California Building Code through
preparation of an acoustical analysis.
MM NOI-7: Non-Residential
Developments: Prior to the issuance of a
building permit for a non-residential
development within the TVSP that has the
potential to impact noise sensitive residential
land uses, the project plans and specifications
shall demonstrate compliance with Municipal
Code Section 8.06.090(F).
Impact NOI-2: The Project would not
generate excessive groundborne
vibration or groundborne noise levels.
Potentially Significant MM NOI-8: Construction Vibration: Prior to approval of a demolition permit, grading
plans, and/or issuance of building permits for
construction activities within 100 feet of
existing residential structures or occupied
noise-sensitive uses that require the use of
large bulldozers, large loaded trucks,
jackhammers, pile drivers, and/or caisson
drills, the City of Redlands Building and
Safety Division shall ensure that construction
plans and specifications state that the use of
such vibratory equipment shall be prohibited
within 100 feet of existing residential
structures or occupied noise-sensitive uses.
Instead, small rubber-tired bulldozers shall
be used within this area during demolition
and/or grading operations to reduce
vibration effects. If the use of large
bulldozers, loaded trucks, jackhammers, pile
drivers, and/or caisson drills is necessary
within 100 feet of existing residential
structures or occupied noise-sensitive uses, the
project Applicant/Developer shall
demonstrate compliance with Municipal
Code, Section 8.06.020 vibration perception
Less than significant
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Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-47
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
threshold as 0.01 inches per second (in/sec)
RMS.
MM NOI-9: Construction Vibration Near
Fragile Historic: Any site-specific
development project within 25 feet of an
extremely fragile historic building shall
engage a qualified structural engineer to
conduct a pre-construction assessment of the
structural integrity of the nearby historic
structure(s) and submit evidence to the City of
Redlands Building and Safety Division
detailing that the operation of vibrationgenerating equipment associated with the new development would not result in
structural damage to the adjacent historic
building(s). If recommended by the preconstruction assessment, groundborne vibration monitoring of nearby historic
structures shall be required.
Cumulative Potentially Significant MM NOI-1 through MM NOI-9, listed above.
Less than significant
5.11 Population and Housing
Impact POP-1: The Project would not
induce substantial unplanned
population growth in an area, either
directly (for example, by proposing
new homes and businesses) or indirectly
(for example, through extension of
roads or other infrastructure).
None Less than significant None required Less than significant Cumulative None Less than significant None required Less than significant
5.12 Public Services
Impact PS-1: The Project would not
result in substantial adverse physical
impacts associated with fire protection
PPP PS-1: Development Impact
Fees. As a standard requirement for
implementing projects within the
Less than significant None required Less than significant Redlands Regular Meeting of 10-18-22 608 of 1815
Redlands General Plan Transit Villages District and Specific Plan Project 1. Executive Summary City of Redlands, CA 1-48
Draft EIR
July 2022
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before Mitigation
Mitigation Measures Significance after
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services or the provision of new or
physically altered fire station facilities.
TVSP Area, and prior to issuance of
any building permits for the
implementing project, the project
applicants/developers shall pay all
applicable City of Redlands
Development Impact Fees (DIF)
pursuant to the Redlands Municipal
Code and/or adopted fee
schedules.
Impact PS-2: The Project would not
result in substantial adverse physical
impacts associated with police services
or the provision of new or physically
altered police station facilities.
Less than significant None required Less than significant Impact PS-4: The Project would not
result in substantial adverse physical
impacts associated with park and
recreation services or the provision of
new or physically altered park facilities.
None Less than significant None required Less than significant Impact PS-5: The Project would not
result in substantial adverse physical
impacts associated with other
governmental services or the provision
of new or physically altered public
facilities.
PPP PS-1, listed above. Less than significant None required Less than significant Cumulative PPP PS-1 and PPP PS-2, listed
above.
Less than significant None required Less than significant
5.13 Recreation
Impact REC-1: The Project would not
increase the use of existing
neighborhood and regional parks or
other recreational facilities such that
substantial physical deterioration of the
facility would occur or be accelerated.
PPP PS-2, listed above. Less than significant None required Less than significant Impact REC-2: The Project would not
include recreational facilities or requires
the construction or expansion
recreational facilities which might have
an adverse physical effect on the
environment.
None Less than significant None required Less than significant Cumulative PPP PS-2, listed above. Less than significant None required Less than significant Redlands Regular Meeting of 10-18-22 609 of 1815
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Draft EIR
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
5.14 Transportation
Impact TR-1: The Project would not
conflict with a program, plan,
ordinance, or policy addressing the
circulation system, including transit,
roadway, bicycle or pedestrian
facilities.
None Less than significant None required Less than significant Impact TR-2: The Project would conflict
or be inconsistent with CEQA Guidelines
Section 15064.3, Subdivision (B)
regarding vehicle miles traveled.
None TAZs 53835601,
53827301, 53835602,
53834101, 53834102,
53835302, 53835303,
53835304, 53835702,
53834701, 53835701,
53834702, 53834303,
53835204, 53835501,
53834202, 53834302,
53834501, 53835203,
53835502, 53834201,
53834301, 53839202,
53839301, 53839201,
53840205, 53839101,
53834401, 53834502,
53837201, 53835202,
53837101, 53834601
would be less than
significant.
TAZ 53827101 would be
potentially significant.
Mitigation Measure TR-1: VMT
Screening. Prior to approval of any site
plan, any applicant for an implementing
project within a TPA or TAZ 53827101
shall prepare a VMT Screening Analysis
pursuant to the City of Redlands CEQA
Assessment VMT Analysis Guidelines and
provide this Analysis to the City of
Redlands Planning Division and
Engineering Division. The VMT Screening
Analysis shall demonstrate that the
implementing project meets the
screening criteria set forth in in the City
of Redlands CEQA Assessment VMT
Analysis Guidelines.
If the implementing project does not
meet the screening criteria set forth in
Screening Criteria 1, 2, 3, or 4, the
implementing project applicant shall
prepare a VMT analysis pursuant to the
City of Redlands CEQA Assessment VMT
Analysis Guidelines, and, if necessary,
provide mitigation in order to reduce
VMT generated by the implementing
project such as:
• Modifying the project’s build
environment characteristics to
TAZ 53827101
would be
significant and
unavoidable
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
reduce VMT generated by the
project
• Implementing Transportation
Demand Management (TDM)
measures to reduce VMT
generated by the project
• Participating in an available
VMT fee program and/or VMT
mitigation exchange or
banking program, if any exist,
to reduce VMT from the project
or other land uses to achieve
acceptable levels
Implementing pedestrian and
sidewalk improvements
consistent with the TVSP (i.e.,
wider than typical 5-foot-wide
sidewalks for high-pedestrian
traffic areas)
Constructing bicycle network
improvements along the
project’s frontage consistent
with the TVSP
Cumulative None Less than significant None required Less than significant
5.15 Tribal Cultural Resources
Impact TCR-1: The Project would not
cause a substantial adverse change in
the significance of a tribal cultural
resource that is listed or eligible for
listing in the California Register of
Historical Resources, or in a local
register of historical resources as
defined in Public Resources Code
section 5020.1(k).
None. Potentially Significant
Mitigation Measure CUL-2 through CUL-9,
listed previously.
Mitigation Measure TCR-1: Archaeological
Resources Management Plan (ARMP). If
resources are discovered within a given
Project Area, for any ground disturbing
activities within 300 feet of the Mill Creek
Zanja, or if there is a high potential for
encountering resources, an Archaeological
Less than significant
Impact TCR-2: The Project would not
cause a substantial adverse change in
Potentially significant Less than significant
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before Mitigation
Mitigation Measures Significance after
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the significance of a resource
determined by the lead agency, in its
discretion and supported by substantial
evidence, to be significant pursuant to
criteria set forth in subdivision (c) of
Public Resources Code Section 5024.1,
that considers the significance of the
resource to a California Native
American tribe.
Resources Management Plan (ARMP) and
tribal monitoring shall be required. In this
case, the ARMP should include the following,
at a minimum:
• At least 90 days prior to issuance
of grading permits, the project
permittee/owner shall retain a
qualified archaeological monitor
to prepare the ARMP and to
monitor all ground-disturbing
activities in an effort to identify
any unknown archaeological
resources. Qualified
archaeological monitor(s) will have
a minimum of a bachelor’s degree,
verifiable training and one year of
monitoring experience in Southern
California on similar projects. Prior
to grading, the project
permittee/owner shall provide to
the City Development Services
Department verification that a
qualified monitor and a Native
American monitor from the
consulting tribe(s) have been
retained. Archaeological monitors
will report to the project
Archaeologist for the project and
may work in collaboration with
Native American monitors from
consulting tribes. The project
Archaeologist shall meet the U.S.
Secretary of the Interior
Standards.
• Any newly discovered
archaeological resource deposits
shall be subject to a formal
significance evaluation.
Cumulative Potentially significant Less than significant Redlands Regular Meeting of 10-18-22 612 of 1815
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Level of Significance
before Mitigation
Mitigation Measures Significance after
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• The project Archaeologist will work
in coordination with consulting
tribes, the permittee/owner, and
the City on the ARMP to address
the details, timing, and
responsibility of all archaeological
activities that will occur on the
project site. Details in the plan shall
include, at a minimum:
a. Project grading and
development scheduling;
b. The development of a schedule
in coordination with the
permittee/owner, consulting
Native American tribes, and the
Project Archaeologist during
grading, excavation and grounddisturbing activities on the site:
including the scheduling, safety
requirements, duties, scope of
work, and Native American tribal
monitors’ authority to stop and
redirect grading activities in
coordination with all project
archaeologists; and,
c. The protocols and stipulations
that the permittee/owner, City,
tribes, and Project Archaeologist
will follow in the event of
inadvertent archaeological
resource discoveries, including
any newly discovered
archaeological resource deposits
that shall be subject to an
archaeological resources
evaluation.
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• A final report documenting the
monitoring activity and disposition
of any recovered archaeological
resources shall be submitted to the
City of Redlands, South Central
Coast Information Center (SCCIC),
and consulting tribes within 60
days of completion of monitoring.
Mitigation Measure TCR-2: Inadvertent
Discovery of Tribal Cultural Resources. In
the event that Native American tribal cultural
resources are inadvertently discovered
during the course of grading for any project
being developed under the Transit Villages
Specific Plan, the following procedures will
be carried out for treatment and disposition
of the discoveries:
1. Temporary Curation and Storage: During
the course of construction, all discovered
resources shall be temporarily curated in a
secure location onsite or at the offices of the
Project archaeologist. The removal of any
artifacts from the Project Site will need to be
thoroughly inventoried with tribal monitor
oversight of the process. Construction staff
should also be provided with cultural
sensitivity training, including identification of
possible in situ tribal cultural resources.
2. Treatment and Final Disposition: The
landowner(s) shall relinquish ownership of all
cultural resources, including sacred items,
burial goods, and all archaeological artifacts
and non-human remains as part of the
required mitigation for impacts to cultural
resources. The applicant shall relinquish the
artifacts through one or more of the following
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Mitigation Measures Significance after
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methods and provide the City of Redlands
with evidence of same:
a. Accommodate the process for onsite
reburial of the discovered items with the
interested Native American tribes or
bands. This shall include measures and
provisions to protect the future reburial
area from any future impacts. Reburial
shall not occur until all cataloguing and
basic recordation have been
completed.
b. A curation agreement with an
appropriate qualified repository within
San Bernardino County or Riverside
County that meets federal standards
per 36 CFR Part 79 and therefore
would be professionally curated and
made available to other
archaeologists/researchers for further
study. The collections and associated
records shall be transferred, including
title, to an appropriate curation facility
within San Bernardino County or
Riverside County, to be accompanied
by payment of the fees necessary for
permanent curation.
c. For purposes of conflict resolution, if
more than one Native American tribe
or band is involved with the Project
and cannot come to an agreement as
to the disposition of cultural materials,
they shall be curated at the San
Bernardino County Museum (or similar
appropriate qualified repository able
and willing to accept the tribal cultural
resources) by default.
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Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
d. At the completion of grading,
excavation and ground disturbing
activities on the site a Phase IV
Monitoring Report shall be submitted to
the City of Redlands documenting
monitoring activities conducted by the
Project Archaeologist and Native Tribal
Monitors within 60 days of completion
of grading. This report shall document
the impacts to the known resources on
the property; describe how each
mitigation measure was fulfilled;
document the type of cultural resources
recovered and the disposition of such
resources; provide evidence of the
required cultural sensitivity training for
the construction staff held during the
required pre-grading meeting; and, in
a confidential appendix, include the
daily/weekly monitoring notes from the
archaeologist. All reports produced will
be submitted to the City of Redlands,
CHRIS, and consulting tribe(s).
Mitigation Measure TCR-3: Treatment and
Disposition of Tribal Cultural Resources. In
the event that tribal cultural resources,
including historic and pre-contact materials,
are discovered during the course of ground
disturbance for any project being developed
under the Transit Villages Specific Plan, the
following procedures shall be implemented:
1. All work in the immediate vicinity of the
find (within a 50-foot buffer) shall cease and
the find shall be assessed by an
archaeologist meeting the Secretary of the
Interior’s standards. Work on the other
portions of the project, outside of the
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or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
buffered area, may continue during this
assessment period.
2. Notification and information regarding the
nature of the find shall be made to the
representatives of all consulting tribe(s).
3. Temporary Curation and Storage: During
construction, any cultural resources
discovered shall be temporarily curated in a
secure onsite location, as determined
appropriate with consideration of input from
consulting tribe(s). The removal of any
cultural resources from the project site shall
be thoroughly inventoried and overseen by
the Native American Tribal Monitor(s).
4. Treatment and Final Disposition: The
Applicant shall relinquish ownership of all
cultural resources, including sacred items,
burial goods, archaeological artifacts, and
non-human remains discovered during
construction of the proposed project. The
Applicant shall relinquish the cultural
resources through one or more of the
following methods and provide the City of
Redlands with evidence of same:
a. Accommodate the onsite reburial of
the discovered cultural resources in
consultation with the consulting Native
American tribe(s) or band(s). The
reburial area shall be protected from
any future impacts. All reburials are
subject to a reburial agreement that
shall be developed between the
landowner and the consulting tribes
outlining the determined reburial
process/location, and shall include
measures and provisions to protect the
reburial area from any future impacts
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Impact Applicable Standard Conditions
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
(vis-a-vis project plans,
conservation/preservation easements,
etc.). Reburial shall not occur until all
cataloguing and recordation have been
completed.
b. In the event that reburial is infeasible,
and/or if more than one Native
American tribe or band is involved with
the proposed project and cannot come
to a consensus as to the disposition of
cultural resources within one hundred
and twenty (120) days from the initial
recovery of the items, the cultural
resources shall be curated. The
landowner shall relinquish all ownership
and rights to this material and confer
with the consulting tribes to identify an
American Association of Museums
(AAM)-accredited facility within the
County that can accession the materials
into their permanent collections and
provide for the proper care of these
objects in accordance with the 1993 CA
Curation Guidelines. A curation
agreement with an appropriate
qualified repository shall be developed
between the landowner and museum
that legally and physically transfers the
collections and associated records to the
facility.
c. Within 60 days following the
completion of ground-disturbing
activities, a Monitoring Compliance
Report shall be submitted to the City of
Redlands. The Monitoring Report shall
document monitoring activities
conducted by the Project Archaeologist
and Native Tribal Monitor(s) including:
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
any impact to cultural resources
discovered on the project site; how each
mitigation measure was fulfilled; the
type of cultural resources recovered
and the disposition of such resources;
evidence of completion of pre-grading
cultural sensitivity training required for
the construction staff; and daily/weekly
monitoring notes from the archaeologist
in a confidential appendix. The
Monitoring Compliance Report shall be
submitted to the City of Redlands, the
South Central Coastal Information
Center, and the consulting tribe(s).
Mitigation Measure TCR-4: Discovery of
Human Remains. In the event that human
remains are encountered on any project site
of any project being developed under the
Transit Villages Specific Plan, the construction
contractors, Project Archaeologist, and
designated Native American Tribal Monitor
(if any) shall immediately stop all work within
100 feet of the discovery. The Applicant shall
immediate notify the San Bernardino County
Coroner, the City of Redlands Police
Department, and the City of Redlands
Development Services Department. The
County Coroner shall be permitted to
examine the remains consistent with the
requirements of California Code of
Regulations (CCR) §15064.5(e). State Health
& Safety Code §7050.5 states that no further
disturbance shall occur until the County
Coroner has made a determination of origin
and disposition pursuant to Public Resources
Code (PRC) §5097.98. If the remains are
determined to be Native American, the
County Coroner shall notify the Native
American Heritage Commission (NAHC),
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Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
which shall determine and notify a Most
Likely Descendant (MLD). The MLD shall
complete the inspection and make
recommendations or preferences for
treatment within 48 hours of being granted
access to the site. The MLD recommendations
may include scientific removal and
nondestructive analysis of human remains
and items associated with Native American
burials, preservation of Native American
human remains and associated items in place,
relinquishment of Native American human
remains and associated items to the
descendants for treatment, or any other
culturally appropriate treatment.
The specific location of Native American
burials and reburials will be proprietary and
not disclosed to the general public. The
locations will be documented by the Project
Archaeologist in conjunction with the various
stakeholders and a report of findings will be
filed with the South Central Coastal
Information Center and/or NAHC.
According to the California Health & Safety
Code, six or more human burials at one
location constitute a cemetery (Section
8100), and disturbance of Native American
cemeteries is a felony (Section 7052). In the
event that the project proponent and the MLD
are in disagreement regarding the
disposition of the remains, State law will
apply and the mediation and decision
process will occur with the NAHC (see Public
Resources Code Sections 5097.98(e) and
5097.94(k)).
5.16 Utilities and Service Systems
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Impact Applicable Standard Conditions
or Plan, Program, Policy
Level of Significance
before Mitigation
Mitigation Measures Significance after
Mitigation
Impact UT-1: The Project would not
require or result in the relocation or
construction of new water facilities, or
expansion of existing facilities, the
construction of which could cause
significant environmental effects.
None. Potentially significant. Mitigation Measures AQ-1 through AQ10, CUL-1 through CUL-9, GEO-1, NOI-1 through NOI-4, NOI-8 through NOI-9, and
TCR-1 through TCR-4, listed above.
Less than significant
Impact UT-2: The Project would have
sufficient water supplies available to
serve the Project and reasonably
foreseeable development during
normal, dry, and multiple dry years.
None. Less than significant None required Less than significant Impact UT-3: The Project would not
require or result in the relocation or
construction of new wastewater
facilities, or expansion of existing
facilities, the construction of which could
cause significant environmental effects.
None. Potentially significant Mitigation Measures AQ-1 through AQ10, CUL-1 through CUL-9, GEO-1, NOI-1 through NOI-4, NOI-8 through NOI-9, and
TCR-1 through TCR-4, listed above.
Less than significant
Impact UT-4: The Project would not
result in a determination by the
wastewater treatment provider that
would serve the Project that it has
inadequate capacity to serve the
Project’s projected demand in addition
to the providers existing commitments.
None. Less than significant None required Less than significant Impact UT-5: The Project would not
require or result in the relocation or
construction of new drainage facilities,
or expansion of existing facilities, the
construction of which could cause
significant environmental effects.
None. Potentially significant Mitigation Measures AQ-1 through AQ10, CUL-1 through CUL-9, GEO-1, NOI-1 through NOI-4, NOI-8 through NOI-9, and
TCR-1 through TCR-4, listed above.
Less than significant
Impact UT-6: The Project would not
generate solid waste in excess of state
or local standards, or in excess of the
capacity of local infrastructure, or
otherwise impair the attainment of solid
waste reduction goals.
None. Less than significant None required Less than significant Cumulative None Less than significant None required Less than significant Redlands Regular Meeting of 10-18-22 621 of 1815
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2. Introduction
This Draft Environmental Impact Report (EIR) evaluates the environmental effects that may result from the construction and operation of the proposed Project. This EIR has been prepared by the City of Redlands in its capacity as Lead Agency, as that term is defined in Section 15367 of the CEQA Guidelines (14 California Code of Regulations Section 15000 et seq.) and in conformance with the California Environmental Quality Act (CEQA) (Public Resources Code Section 21000 et seq.). This EIR has been prepared to identify, analyze, and mitigate the significant environmental effects of the proposed Project.
CEQA requires each EIR to reflect the independent judgment of the Lead Agency, including but not limited to the thresholds of significance used to analyze Project impacts, analyses and conclusions regarding the level of significance of impacts both before and after mitigation, the identification and application of mitigation measures to avoid or reduce Project-related impacts, and the consideration of alternatives to the proposed Project. In preparing this Draft EIR, the City of Redlands has employed CEQA and environmental technical specialists; however, the analyses and conclusions set forth in this Draft EIR reflect the independent judgment of the City as Lead Agency.
2.1 PURPOSE OF AN EIR
CEQA requires that all state and local governmental agencies consider the environmental consequences of projects over which they have discretionary authority prior to taking action on those projects. Pursuant to the provisions of CEQA Guidelines Section 15121(a), this Draft EIR is intended as an informational document to inform public agency decision makers and the general public of the significant environmental effects of the proposed Project, identify possible ways to avoid or minimize those significant effects, and describe reasonable alternatives to the Project that might avoid or lessen significant environmental effects. Thus, this Draft EIR is intended to aid the review and decision-making process.
The CEQA Guidelines provide the following information regarding the purpose of an EIR:
• Project Information and Environmental Effects. An EIR is an informational document that will inform public agency decision-makers and the public generally of the significant environmental effect(s) of a project, identify possible ways to minimize the significant effects, and describe reasonable alternatives to the project. The public agency shall consider the information in the EIR along with other information that may be presented to the agency (CEQA Guidelines Section 15121(a)). • Standards for Adequacy of an EIR. An EIR should be prepared with a sufficient degree of analysis to enable decision makers to make an intelligent decision that takes account of environmental consequences. An evaluation of the environmental effects of a proposed Project need not be exhaustive, but the sufficiency of an EIR is to be reviewed in the light of what is reasonably feasible.
Disagreement among experts does not make an EIR inadequate, but the EIR should summarize the main points of disagreement among the experts. The courts have looked not for perfection but for adequacy, completeness, and a good faith effort at full disclosure (CEQA Guidelines Section 15151).
As a public disclosure document, the purpose of an EIR is not to recommend either approval or denial of a project, but to provide information regarding the physical environmental changes that would result from an action being considered by a public agency to aid in the agency’s decision-making process.
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2.2 EIR SCOPE AND CONTENT
Impacts Found to Be Potentially Significant. Based on the Initial Study conducted for the proposed Project, the City determined that an EIR should be prepared for the Redlands General Plan Transit Villages District and Specific Plan Project (“TVSP” or “proposed Project”). Topics requiring a detailed level of analysis evaluated in this Draft EIR have been identified based upon the responses to both the NOP and a review of the Project by the City of Redlands. The City determined through the Initial Study process that impacts related to the following topics are potentially significant and require a detailed level of analysis in this Draft EIR:
• Aesthetics
• Air Quality
• Cultural Resources
• Energy
• Geology and Soils
• Greenhouse Gas Emissions
• Hazards and Hazardous Materials
• Hydrology and Water Quality
• Land Use and Planning
• Noise
• Population and Housing
• Public Services
• Recreation
• Transportation
• Tribal Cultural Resources
• Utilities and Service Systems
Impacts Found Not to Be Significant. CEQA Guidelines Section 15126.2(a) states that “[a]n EIR shall identify and focus on the significant effects on the environment”. Topics that have been determined not to be significant and are therefore not discussed in detail in the EIR were identified based upon the responses to the NOP and an Initial Study prepared by the City of Redlands. The City determined through the initial review process that impacts related to the following topics are not potentially significant and are not required to be analyzed in this Draft EIR:
• Agriculture & Forest Resources
• Biological Resources
• Mineral Resources
• Wildfire
2.3 EIR PROCESS
Notice of Preparation/Initial Study
Pursuant to the requirements of CEQA, the City of Redlands, as Lead Agency, prepared an Initial Study (IS) and Notice of Preparation (NOP) for the proposed Project, which was distributed on September 1, 2021 for a 30-day public review and comment period that ended on September 30, 2021. The NOP requested members of the public and public agencies to provide input on the scope and content of environmental impacts that should be included in the Draft EIR being prepared. Comments received on the NOP are included in Appendix A and summarized in Table 2-1, which also includes a reference to the EIR section(s) in which issues raised in the comment letters are addressed.
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Draft EIR
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Table 2-1: Summary of NOP/Initial Study Comment Letters Comment Letter and Comment Relevant EIR Section
State Agencies
California Department of Transportation (Caltrans), October 13, 2021 This letter provides background on Caltrans and their role as a responsible agency, as well as their recommendations for the Project. They recommend preparing a Traffic Impact Analysis (TIA) from data no more than 2 years old, and submitting the TIA prior to the circulation of the DEIR. They also included the following comments: They recommend designing local streets to serve circulation and safety equally, and to consider the standards provided by the Americans with Disability Act and the California Highway Design Manual. They also recommend placing all non-preferential parking behind buildings, and to provide electric vehicle charging stations and consider them as preferential parking.
Transportation
South Coast Air Quality Management District, September 20, 2021 This letter provides background on CEQA Air Quality Analysis and the South Coast Air Quality Management District (SCAQMD) recommendations for the analysis of potential air quality impacts. The SCAQMD requested that these recommendations are included, and requested electronic versions of all related documents. The recommendations include the use of the SCAQMD’s CEQA Air Quality Handbook and website as guidance when preparing the air quality and greenhouse gas analyses, and CalEEMod2 land use emissions software. The letter also suggests mitigation measures, including list of resources to utilize that involve the aforementioned handbook, South Coast AQMD’s Mitigation Monitoring and Reporting Plan for the 2016 Air Quality Management Plan, and Southern California Association of Government’s Mitigation Monitoring and Reporting Plan for the 2020-2045 Regional Transportation Plan/Sustainable Communities. Lastly, they also provided a point of contact.
Air Quality, Greenhouse Gas
Emissions
Native American Heritage Commission, September 20, 2021 This letter discusses Project compliance with AB 52 and SB 18. The letter recommends consultation with California Native American tribes that are traditionally and culturally affiliated with the geographic area of the proposed Project as early as possible. The letter also outlines the AB 52 requirements. In addition, the letter provides recommendations for the Cultural Resources Assessment in order to adequately assess the existence and significance of tribal cultural resources and plan for avoidance, preservation in place, or barring both, mitigation of project-related impacts to tribal cultural resources.
Cultural Resources, Tribal Cultural
Resources
Regional/Local Agencies
Department of Public Works, San Bernardino County, September 28, 2021 This letter provides two comments with information regarding the District's Comprehensive Storm Drain Plan (CSDP), and San Bernardino County Flood Control District (SBCFCD) permitting.
The Department of Public Works has advised that the Project is subject to the CSDP, which is available at the County's Flood Control District Offices. The CSDP should be used as a guideline for drainage in the area, and any revision to the existing drainage should be reviewed and approved by the City of Redlands. They also state that if construction of new, or alterations to Hydrology & Water Quality, Land
Use & Planning, Utilities & Service
Systems
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any existing storm drains would be necessary as part of the Proposed Project, their impacts and any required mitigation should be discussed within the Draft EIR before the document is adopted by the Lead Agency.
The Department also noted that San Bernardino County Flood Control District (SBCFCD) right-of way and facilities are located within the proposed Project area. They also stated that any encroachments in the right-of-way or facilities that is not authorized under Permit P-22017018 to SBCTA for rail line construction would require a permit from the SBCFCD prior to start of construction. They have also stated that the necessity for permits, and any impacts associated with them, should be addressed in the EIR prior to adoption and certification.
The Department has also requested to be included in the circulation list for all project notices, public reviews, or public hearings.
San Manuel Band of Mission Indians, September 2, 2021
This letter provides the desired level of involvement of the San Manuel Band of Mission Indians (SMBMI) in the Project. The letter informs that the Project site is included under Serrano ancestral territory, and borders the Asistencia and the Zanja. The commenter requests that the following actions are taken and submitted to SMBWI for review upon availability:
- Cultural report
- Geotechnical report (if required for the project)
- Project plans showing the depth of proposed disturbance The letter states that the above information will help the Tribe be consulted as per AB 52. The letter also provides a point of contact for the tribe.
Cultural Resources, Tribal Cultural
Resources
University of Redlands, September 29, 2021
This letter provides concerns regarding the costs associated with infrastructure, floodplain mitigation, and appropriate required density. The letter also states that the impacts of the 3,000 dwelling units across the three transit villages need to be studied.
Population & Housing, Hydrology &
Water Quality
Individuals
Andrew Hoder, September 30, 2021
This letter provides the commenter’s opposition to the Project. The commenter states that the Project is not transparent enough. The commenter cited the bulldozing and replacement of the La Posada hotel to be replaced with the Redlands Mall, and believes that this similar venture will impact the historic resources within the area. The commenter implored the City to collaborate with residents and provide alternatives. The letter also suggests that residents would like to replace the mall with a Civic Center to support public utilities.
The letter also provides comments directly concerning the NOP. The commenter notes not all proposed platforms are within the Project area. They also state that the historic buildings proposed to be preserved are already mostly torn down. The commenter also pointed out that parking facilities are needed but there isn’t mention of who would pay for them. The commenter is concerned that the city will become more like Santa Monica and Los Angeles.
They also mentioned concerns regarding water resources and associated infrastructure, as well as associated costs.
Aesthetics, Cultural Resources, Public
Services, Utilities & Service Systems,
Alternatives
Christian Bogan, September 27, 2021
This letter provides the commenter’s opposition to the Project. The commenter is concerned as that traffic would increase and impact their small business.
They stated that there are many issues affecting the city that are more important to invest in than developments.
Transportation
Jeanne Munz, October 4, 2021
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This letter provides the commenter’s opposition to the Project. The commenter states that Redlands doesn’t need a train, and that the already crowding downtown area would be negatively impacted by tall buildings. They also enquired as to if the City had the right to alter the residential area, and as to whether the current residents had been asked their opinions. Commenter suggested ceasing Project activity before further action is taken by them.
Aesthetics
Teresa McNally, September 25, 2021
This letter provides the commenter’s opposition to the Project. The commenter expressed concern that unrestricted development would turn the city into Los Angeles. They cited the mall at Alabama and Lugonia as a good example of positive development but wants the Redlands Mall to be demolished and believes other residents do as well. They also cited the vote for limiting growth and said that the residents will fight against this and won’t give up.
Aesthetics
Richard Bledsoe, Saturday, September 25
This letter provides the commenter’s opposition to the Project. The commenter states that they are a longtime resident that has noticed orange groves have been disappearing. They noted concerns for the short-term new residents and traffic impacts. They stated that they want to slow down development.
Aesthetics, Population & Housing,
Transportation
Sharen Wilbur, September 28, 2021
This letter provides the commenter’s opposition to the Project. The commenter states that they are concerned with overdevelopment near the transit stop.
The commenter is also expressed concerns that traffic and exhaust will become a major problem. They are interested in keeping the visual character of the city. They want to increase open space and trees to preserve groundwater and air quality. The state is in a water crisis, we are next. They also expressed concerns that tax payers will be supporting the infrastructure required in relation to the Project.
Aesthetics, Air Quality, Hydrology &
Water Quality, Transportation,
Utilities & Service Systems
Merry Smith, September 3, 2021
This letter provides the commenter’s opposition to the Project. The commenter cited the passing of measure G and has requested that buildings above three stories remain prohibited. They believe that future generations would be impacted by aesthetic changes to downtown.
Aesthetics
Royce, September 4, 2021
This commenter enquired as to when high rises became categorized under villages.
Aesthetics
Richard O’Donnell, September 1, 2021
This letter provides the commenter’s opposition to the Project. The commenter states that the Project is a violation of the restrictions of voter approved initiative Measure U. They believe the Project is using City Council Resolution 7173 to bypass citizens, and that if the Project was submitted to a popular vote it would fail.
Transportation
Marcia Hemphill, September 27, 2021
This comment provides the commenter’s concern for the Project and its potential to lower the quality of life in Redlands by obstructing mountain views, impacting population density, parking, water supply and traffic.
Aesthetics, Population & Housing,
Hydrology & Water Quality,
Transportation, Utilities & Service
Systems
Lynda Stewart, September 28, 2021
This comment provides the commenter’s opposition to obstructing mountain views.
Aesthetics
Virginia Carlson, September 4, 2021
This letter provides the commenter’s opposition to the Project. The comment states that the City of Redlands should wait to implement the project until after Not applicable
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the next election after expressing concerns of termination due to Proposition G. They are also concerned about the allocation of tax dollars.
Fred H. Dill, September 29, 2021
This letter provides the commenter’s disapproval of the methods for circulation of the NOP; stating that the Project was not sufficiently circulated.
The commenter states that in order to be properly made available to the public, paper mail should be sent to every resident, and that newspapers and other media should have involvement. They also expressed that the scoping meeting over Zoom should be disregarded, as it was not done in person.
Lastly, the commenter expressed concerns that judicial disapproval is likely.
Introduction
Pamela Resheske Clark, October 2021
This letter provides the commenter’s opposition to the Project. The comment states that the City of Redlands’ Residents voted against developing the mall site over 2 stories high, and that the City should wait to implement the project until after the next election due to Proposition G. The commenter also noted opposition to the parking structure and its impact on downtown aesthetics.
The commenter stated that there are ample apartments in Redlands, and this is a concern due to short tenancy and lack of commitment to the area. They also noted concerns regarding water restrictions in place. Lastly, the commenter They also noted concerns regarding increased traffic congestion and the implication on air quality that it would have.
Aesthetics, Air Quality, Population &
Housing, Transportation
Susan Williams, June 28, 2021
This letter provides both praise concerning the thoroughness of the IS/NOP, as well as disapproval of the Project from the commenter. They noted naivety of the speakers at the City Council Meeting, and that Redlands is too small to become more like cities mentioned in the meeting. They stated that there are thousands of apartment buildings already and expressed concern for people coming from out of town to fill the new buildings. They also expressed concern about the building heights. The commenter also expressed concerns about water usage, sewer infrastructure, and impacts to traffic and parking.
The commenter would like it to be known that they have experience reviewing EIRs within the nearby territories and stated that they are suspicious about the intentions of the Project.
Population & Housing,
Transportation, Utilities & Service
Systems
Julia Lambson, September 15, 2021
This letter provides support of the Project from the commenter, and expresses concerns of a small group of advocates with the intention of ceasing necessary growth within the City. The commenter stated that they have been a resident of the city since 1968, and is excited to see more growth. They expressed avoiding urban sprawl and habitat destruction by increasing building heights.
They stated that increasing density downtown would decrease traffic and increase support of local institutions. They also expressed concern for housing affordability and interest in tax revenue. The commenter would like streetlights and tree trimming in their neighborhood.
Public Services, Population &
Housing
Cindy Pratt Holter, September 15, 2021
This letter provides the commenter’s disapproval of the Project. The commenter stated that there was a vote to keep the city small, and expressed concern for the impact on the uniqueness of the town. They state that the increased population is affecting traffic, air pollution, noise, and parking.
They stated that Redlands is the Emerald Jewel of the Inland Empire and requested to keep the height of the buildings to 3 stories max. The commenter Air Quality, Cultural Resources, Land
Use & Planning, Noise, Population &
Housing, Transportation
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would like it to be known that they grew up in the city, and that old buildings and orange groves should not be replaced by housing.
Richard O’Donnell, September 20, 2021
This comment provides concerns from the commenter regarding the true intentions of the Project, and that they believe future infrastructure updates are the eventual goal. They cited a railway plan from Redlands to San Bernadino as a similar Project with hidden intentions. They noted that the project area is prone to flooding. The commenter suggested that the plan should be divided into an infrastructure plan and a building plan in order to fully disclose costs, and allow for the two plans to be judged separately. The commenter enquired who would pay for the Project, and if there were hidden funds involved.
Hydrology & Water Quality
William E. Cunningham, September 29, 2021
This letter provides the commenter’s opinions as to which impact areas would have significant impacts. They believe aspects of the Project would have significant and unmitigable impacts for several impact areas, including air quality and greenhouse gasses. The commenter provided a variety of concerns related to population growth induced by the Project. They believe that parks are at maximum capacity and stated that 6 acres are required per resident by the city. They stated that the projected population increase was inaccurate and provided an alternative estimate of 6,720 new residents.
They also believe that parks are at maximum capacity and stated that 6 acres are required per resident by the city.
The commenter stated that the historic value of the town would be impacted due to the increase in residents and new buildings. The commenter also noted that the buildings would impact mountain views both physically and with light and glare.
Aesthetics, Air Quality, Cultural
Resources, Noise, Greenhouse Gas
Emissions, Recreation, Population &
Housing, Public Services, Water &
Hydrology
Diane Christensen, September 25, 2021
This letter provides the commenter’s concerns regarding the Project. The concerns include decreased visibility of historic buildings and the construction of large parking structures changing the historic nature of the area. The commenter has also expressed disapproval of existing 3 story apartments.
They also stated that SB 9 and SB10 are merely to acquire land. The commenter believes that a hotel would eliminate space for housing, increase traffic, and impact Franklin Elementary School.
Aesthetics, Cultural Resources,
Population & Housing, Public
Services, Transportation
Organizations
Southwest Regional Council of Carpenters, September 30, 2021 This letter provides background information on the Southwest Regional Council of Carpenters (SRCC) and its members, as well as the organization’s suggestions and requests regarding the Project.
The SRCC requests that the Lead Agency provide notice all notices referring or related to the Project.
The SRCC has suggested that City should require development projects constructed within the Project Area to hire a percentage of workers within 10 miles of the project site, and that those workers have graduated from a Joint Labor Management apprenticeship training program approved by the State of California or have equal hours of on-the-job experience in the applicable craft. The SRCC also described community and environmental benefits of hiring a local and skilled workforce, and further outlined some of these benefits by including GHG modeling and VMT analysis.
Population and Housing, Greenhouse
Gas Emissions, Transportation
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Redlands General Plan Transit Villages District and Specific Plan Project 2. Introduction City of Redlands, CA 2-8
Draft EIR
July 2022
Comment Letter and Comment Relevant EIR Section
Friends of Redlands, September 3 and September 15, 2021 The Friends of Redlands (FOR) submitted two letters: one in regard to the Project impacts, and one in regard to the scoping meeting.
This first letter from the Friends of Redlands (FOR) provides recommendations and questions regarding the Project.
The FOR noted that the Downtown Historical District is a significant and unique cultural to downtown Redlands, and that structures built in the Project area should be constructed in proportion to existing structures, and enquired about the building heights in relationship to obstruction of mountain views.
The commenter requested that the Project ensure that the increased traffic caused by the additional population will not degrade the existing Level of Service (LOS C) and allow for easy access on and off the I-10 Freeway. They noted that Downtown Redlands lacks adequate parking, and requested the Project assure that there is ample parking to meet the increase in population in the Project area. They also requested mitigation be provided for the increased noise due to the increase in traffic and the Arrow train.
They requested that the Project provide increased policing and fire protection in proportion to the expected increase in population due to apartment living and to increased foot traffic due to the Arrow commuter train stations. They also suggested that the Project account for taxpayer costs imposed by potential modifications to water and sewage infrastructure to meet increased demand. They questioned if infrastructural changes can be completed at an acceptable cost, and asked what the impact of increased population would be on both services. They have also enquired about the impact of increased population on Redlands schools.
Lastly, they suggested considering the increased population density in relationship to social distancing in planning for any future pandemic.
The second letter was written regarding the scoping meeting. The commenter noted that there was low attendance, they weren’t able to figure out the system, and that there needs to be more public outreach to inform voters.
They also referred to the above letter and enquired as to whether or not their concerns would be incorporated into the NOP. They also enquired about the anticipated maximum building height would be. They stated that water supply is a concern, and enquired where the water was going to come from. Lastly, they expressed concern for taxpayers supporting the required infrastructure.
Aesthetics, Hazards & Hazardous
Materials, Hydrology & Water
Quality, Noise, Public Services,
Transportation, Utilities & Service
Systems
The Redlands Area Historic Society Inc, September 21, 2021 This letter provides information regarding the Project location and what could be hundreds of historic resources within and adjacent to it, and an attached list including some of those resources.
The letter also states that some structures have received the Historic Society’s Heritage Awards over the years. The letter requests that appropriate mitigation measures be applied in regard to these resources.
Cultural Resources, Tribal Cultural
Resources
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Redlands General Plan Transit Villages District and Specific Plan Project 2. Introduction City of Redlands, CA 2-9
Draft EIR
July 2022
Public Scoping Meeting
Pursuant to Section 15082(c)(1) of the CEQA Guidelines, the City of Redlands hosted two public scoping meetings for members of the public and public agencies to provide input as to the scope and content of the environmental information and analysis to be included in the Draft EIR for the proposed Project. The Agency Scoping Meeting was held on September 15, 2021, at 4:00 p.m. via Zoom. The Public Scoping Meeting was held on September 15, 2021, at 5:00 p.m. via Zoom. Comments received during the scoping meeting are summarized in Table 2-2, which also includes a reference to the EIR section(s) in which issues raised in the comment letters are addressed.
Table 2-2: Summary of Public Scoping Meeting Comments
Comment Letter and Comment Relevant EIR Section
Bruce Wick
The commenter stated that they understand that vehicle miles traveled (VMT) is a concern related to air quality and pollution. The commenter asked if adjustments are being made within VMT analysis regarding individuals working from home more.
Transportation
Sharen Wilbur
The commenter stated that Redlands has an adequate water supply currently and asks how much the Draft EIR will take into account the years of drought that the region is currently facing or potential drought in the future. The commenter further stated that the Inland Empire has some of the worst air quality in the country and asked what the Draft EIR will use to analyze air quality pollution. The commenter further stated that the influx of residents to the area will make air quality worse.
Air Quality, Hydrology & Water
Quality
Katherine Vienne
The commenter asked if the Draft EIR will analyze impacts from increased residents on schools.
Public Services
Richard O’Donnell
The commenter asked for an explanation as to why the majority of the TVSP area is not currently developed and asks if the proposed Project would make the property owners want to develop.
Project Description
Mike Schneblin
The commenter asked if there are any green spaces included in the plan as Redlands’ founding fathers wanted to create green space within the city. The commenter asked if there is a conceptual plan to capture stormwater as the Downtown area has experienced flooding in the past.
Project Description, Hydrology &
Water Quality
Public Review of the Draft EIR
The City of Redlands filed a Notice of Completion with the Governor’s Office of Planning and Research, State Clearinghouse, indicating that this Draft EIR has been completed and is available for review. A Notice of Availability of the Draft EIR was published concurrently with distribution of this document. The Draft EIR is being circulated for review and comment by the public and other interested parties, agencies and organizations for 45 days in accordance with Section 15087 and Section 15105 of the CEQA Guidelines.
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Redlands General Plan Transit Villages District and Specific Plan Project 2. Introduction City of Redlands, CA 2-10
Draft EIR
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During the 45-day review period, the Draft EIR is available for public review digitally on the City’s website:
(https://www.cityofredlands.org/post/environmental-documents) Written comments related to environmental issues in the Draft EIR should be addressed to:
Brian Foote, Planning Manager/City Planner
City of Redlands
35 Cajon Street, Suite 20
Mailing: P.O. Box 3005
Redlands, CA 92373
Email: [email protected]
Final EIR
Upon completion of the 45-day review period, written responses to all comments related to the environmental issues in the Draft EIR will be prepared and incorporated into a Final EIR. The written responses to comments will be made available at least 10 days prior to the public hearing at which the certification of the Final EIR will be considered. These comments, and their responses, will be included in the Final EIR for consideration by the City, as well as other responsible agencies per CEQA. The Final EIR may also contain corrections and additions to the Draft EIR, and other information relevant to the environmental issues associated with the Project. The Final EIR will be available for public review prior to its certification by the City. Notice of the availability of the Final EIR will be sent to all who commented on the Draft EIR.
2.3 ORGANIZATION OF THIS DRAFT EIR
The Draft EIR is organized into the following Sections. To help the reader locate information of interest, a brief summary of the contents of each chapter of this Draft EIR is provided. • Section 1 Executive Summary: This section provides a brief summary of the Project area, the proposed Project, and alternatives. The section also provides a summary of environmental impacts and mitigation measures that lists each identified environmental impact, applicable Project design features, standard conditions, proposed mitigation measure(s) (if any), and the level of significance after implementation of the mitigation measure. The level of significance after implementation of the proposed mitigation measure(s) will be characterized as either less than significant or significant and unavoidable.
• Section 2 Introduction: This section provides an overview of the purpose and use of the Draft EIR, the scope of this Draft EIR, a summary of the legal authority for the Draft EIR, a summary of the environmental review process, and the general format of the document. • Section 3 Project Description: This section provides a detailed description of the proposed Project, its objectives, and a list of Project-related discretionary actions. • Section 4 Environmental Setting: This section provides a discussion of the existing conditions within the Project area.
• Section 5 Environmental Impact Analysis: This section includes a summary of the existing statutes, ordinances and regulations that apply to the environmental impact area being discussed; the analysis of the Project’s direct and indirect environmental impacts on the environment, including potential cumulative impacts that could result from the proposed Project; any applicable Project Redlands Regular Meeting of 10-18-22 631 of 1815
Redlands General Plan Transit Villages District and Specific Plan Project 2. Introduction City of Redlands, CA 2-11
Draft EIR
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design features; standard conditions and plans, policies, and programs that could reduce potential impacts; and the feasible mitigation measures that would reduce or eliminate the significant adverse impacts identified. Impacts that cannot be mitigated to less than significant are identified as significant and unavoidable.
This section also summarizes the significant and unavoidable impacts that would occur from implementation of the proposed Project and provides a summary of the environmental effects of the implementation of the proposed Project that were found not to be significant. Additionally, this section provides a discussion of various CEQA-mandated considerations including growth-inducing impacts and the identification of significant irreversible changes that would occur from implementation of the proposed Project.
• Section 6 Alternatives: This section describes and analyzes a reasonable range of alternatives to the proposed Project. The CEQA-mandated No Project Alternative is included along with alternatives that would reduce one or more significant effects of the proposed Project. As required by the CEQA Guidelines, the environmentally superior alternative is also identified. • Section 7 Report Preparation and Persons Contacted: This section lists authors of the Draft EIR and City staff that assisted with the preparation and review of this document. This section also lists other people that were contacted for information that is included in this Draft EIR document.
2.4 INCORPORATION BY REFERENCE
State CEQA Guidelines Section 15150 allows for the incorporation “by reference all or portions of another document…[and is] most appropriate for including long, descriptive, or technical materials that provide general background but do not contribute directly to the analysis of a problem at hand.” The purpose of incorporation by reference is to assist the Lead Agency in limiting the length of this Draft EIR. Where this Draft EIR incorporates a document by reference, the document is identified in the body of the Draft EIR, citing the appropriate section(s) of the incorporated document and describing the relationship between the incorporated part of the referenced document and this Draft EIR.
The Project is within the geographical limits of the City of Redlands and is covered by its General Plan 2035.
The General Plan 2035 was adopted by the City on December 5, 2017 and provides the fundamental basis for the City’s land use and development policies. The General Plan 2035 was the subject of an environmental review under CEQA; a Program EIR for the General Plan 2035 was certified by the City in 2017 (State Clearinghouse Number 2016081041). The Program EIR contains information relevant to the Project.
Accordingly, the Program EIR for the General Plan 2035 is herein incorporated by reference in accordance with State CEQA Guidelines Section 15150. The documents are available at https://www.cityofredlands.org/post/planning-division-general-plan.
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands, CA 3-1
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3. Project Description
3.1 INTRODUCTION
The City of Redlands (“City”) proposes the Redlands Transit Villages Specific Plan (TVSP) (“proposed Project” or “Project”) as a means of implementing the Transit Village Concept included in the City of Redlands General Plan 2035 (GP2035), which encourages infill transit-oriented development (TOD) surrounding three new train stations in the City. TOD is a planning concept that provides for residential and commercial uses around a transit station or corridor to facilitate transit use. The TVSP provides a land use plan and formbased code for the TVSP area that is anticipated to be developed by the year 2040. The form-based code provided by the TVSP would emphasize regulating the form of the built environment and public realm amenities, as compared to conventional zoning that primarily focuses on the land uses. However, under the TVSP, it is estimated that buildout of the TVSP area would include the development of an additional 2,400 dwelling units, 265,000 square feet of retail commercial, 238,000 square feet of office, 220 hotel rooms, and 280,000 square feet of open space and park area over existing conditions. The total square-footage and dwelling units that are included in buildout of the TVSP could be constructed at the present time under the current GP2035 land use designations and current zoning designations within the Project area, as shown in Figure 3-18, Areas of Change, and Figure 3-19, Illustrative Plan. In other words, buildout pursuant to the TVSP would be within the buildout provided for within the GP2035.
This Project Description section of the Draft Environmental Impact Report (EIR) provides program-level information related to development and operation of the TVSP. As set forth in State CEQA Guidelines Section 15146, the information herein corresponds to the degree of specificity within the proposed TVSP and provides a level of detail needed for evaluation of potential environmental impacts from implementation of the Project. However, future development projects may require additional detailed plan level CEQA analyses.
3.2 PROJECT LOCATION
The City of Redlands is located near the base of the San Bernardino Mountains in San Bernardino County, approximately 60 miles northeast from the City of Los Angeles and approximately 45 miles west from the City of Palm Springs. The city is situated along the Interstate 10 (I-10) corridor, which links the city with the cities of San Bernardino, Fontana, Ontario, and Los Angeles to the west, and Yucaipa, Beaumont, and Coachella Valley cities to the east. State Route 210 (SR-210) originates in the City of Redlands and traverses the northwest part of the city, heading north then west towards the cities of Highland and Pasadena (see Figure 3-1, Regional Location).
Redlands encompasses approximately 36 square miles with an estimated 2019 population of approximately 71,513 residents (U.S. Census, 2020). A new commuter rail line, called the Arrow Line, is under construction in the city that will be operated by San Bernardino County Transportation Authority (SBCTA). The Arrow Line will initially include five stations connecting the existing San Bernardino Transit Center in downtown San Bernardino and the University of Redlands using an approximately 9-mile stretch of former Atchison, Topeka, and Santa Fe railway right-of-way.
Three of the new Arrow Line stations are located in the city, which include: 1) New York Street/Esri Station near the intersection of Redlands Boulevard and New York Street across from the existing Esri campus, 2) Downtown Station north of the Santa Fe Depot between Eureka Street and Orange Street, and 3) University Street Station adjacent to the University of Redlands at the south end of campus near North University Street (see Figure 3-2, Local Vicinity, and Figure 3-3, Aerial Photograph).
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-2
Draft EIR
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The proposed TVSP area generally includes the parcels located within approximately one-half mile, or a 10-minute walk, of the three new Arrow stations in the city. The entire TVSP area, which covers approximately 947 acres (approximately 1.5 square miles) is generally bounded to the west by Kansas Street, Redlands Boulevard, Alabama Street, and Tennessee Street; to the north by the I-10, Colton Avenue, and Sylvan Boulevard; to the east by Judson Street; and to the south by Citrus Avenue, Central Avenue, Redlands Boulevard, Olive Avenue, Brookside Avenue, Ash Street, Pine Avenue, Tennessee Street, and State Street.
The TVSP area also includes the parcels along both sides of Orange Street between Colton Avenue and Lugonia Avenue (see Figure 3-4, Specific Plan Station Areas).
3.3 SITE CHARACTERISTICS
The TVSP area is approximately 947 acres of land that is divided into three planning areas referred to as transit villages, which generally circle each new Arrow station, as shown on Figure 3-4. The New York Street/Esri Transit Village area is generally west of Texas Street and Center Street. The Downtown Transit Village area is generally bounded to the east by Church Street, and to the west by Texas Street, and includes the parcels along both sides of Orange Street between Colton Avenue and Lugonia Avenue. The University Street Transit Village area is located east of Church Street and west of Judson Street.
Existing General Plan and Zoning Designation
The City of Redlands GP2035 designates the TVSP area with a mix of land uses including: Medium Density Residential (up to 15 dwelling units per acre), High Density Residential (up to 27 dwelling units per acre), Office, Commercial, Commercial/Industrial, Industrial, Public/Institutional, and Parks.
Most of the New York Street/Esri Transit Village area consists of non-residential land use designations except for the multi-family residential area in the southern portion of the village. The Downtown Transit Village area is also primarily non-residential, with multi-family allowed along the eastern edge. Land use designations in the University Street Transit Village are primarily medium and high density residential, except the institutional designations associated with the University of Redlands campus to the north of the station site. The General Plan Transit Villages Overlay provides for residential/mixed uses within a half-mile of each station (see Figure 3-5, General Plan Land Use Designation).
The GP2035 Livable Community Element includes a Transit Villages section that provides for the Transit Villages Overlay Zone (TVOZ), which applies to areas within a half-mile radius of five rail stations that were anticipated in the GP2035, which includes the three new Arrow stations (see Figure 3-6, General Plan Transit Villages).
Existing residential zoning within the TVSP area is primarily Multi-Family Residential (R-2 and R-3); however, there are two small areas with existing single-family zoning. The parcels on 11th Street between the I-10 and Colton Avenue in the Downtown Transit Village are zoned Single-Family Residential (R-1) and the parcels in the University Street Transit Villages bounded by the I-10, East Cypress Avenue, and East Citrus Avenue are zoned Suburban Residential (R-S). See Figure 3-7, Existing Zoning Districts.
Non-residential zoning in the TVSP area include Industrial (I-P), Light Industrial (M-1), Planned Industrial (MP), Administrative and Professional Office (A-P), Neighborhood Stores (C-1), General Commercial (C-3), Highway Commercial (C-4), Commercial (C-M), Educational (E), Transitional (T), Open Land (O), Floodplain (FP), East Valley-General Commercial (EV/CG), and East Valley-Public Institutional (EV/PI).
The Downtown Specific Plan (Specific Plan No. 45), which is located within the proposed Downtown Village of the TVSP area, currently provides development regulations for the parcels in the downtown area, which is divided into Town Center, Town Center-Historic District, and Service-Commercial District.
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-3
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3.4 DESCRIPTION OF ADJACENT AREAS
The TVSP area is surrounded by a variety of GP2035 land use designations and zones including industrial, institutional, agricultural, commercial, and single- and multi-family residential. Views of the surrounding GP2035 land use designations can also be seen on Figure 3-5, General Plan Land Use Designation, and views of the surrounding zoning can be seen on Figure 3-7, Existing Zoning Districts.
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-4
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Redlands Transit Villages Specific Plan Draft EIR
Regional Location
Figure 3-1
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-6
Draft EIR
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Redlands Transit Villages Specific Plan Draft EIR
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-8
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Redlands Transit Villages Specific Plan Draft EIR
Aerial View
Figure 3-3
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Redlands General Plan Transit Villages District and Specific Plan Project 3. Project Description City of Redlands 3-10
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Redlands Transit Villages Specific Plan Draft EIR
Specific Plan Boundary University Street Transit Village New York Street/Esri Transit Village Specific Plan Station Areas
Figure 3-4
Arrow Passenger Rail Downtown Transit Village
Source: Moule & Polyzoides Architects and Urbanists: Redlands Transit VIllages Speci ic Plan (April 20, 2020) LEGEND
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Redlands Transit Villages Specific Plan Draft EIR
1/2 Mile
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Redlands TRansiT Villages specific plan
Existing Conditions Analysis 18
and High Density Residential (up to 27 du/acre). Non-residential land use designations are Office, Commercial, Commercial/Industrial, Industrial, Public/ Institutional, and Parks. The majority of the New York Street Village consists of non-residential land use designations, with the exception of multifamily residential assigned to the southern portion of the Village. The Downtown Transit Village is also primarily non-residential, with multifamily allowed along its eastern edge. Land use designations assigned to the University Street Transit Village are primarily residential, except the institutional designations associated with the University of Redlands campus to the north of the proposed station site. The General Plan Transit Villages overlay enables residential uses in a mixed-use configuration within a half-mile of each station (see Section III.2 that follows).
Figure III-1. General Plan Land Use Designations.
III. GENERAL PLAN AND ZONING
Specific Plan Boundary
Arrow Passenger Rail High Density Residential
Very Low Density Residential Office
Low Density Residential
Low Medium Density Residential
Medium Density Residential
Commercial
Commercial/Industrial
Industrial
Public/Institutional
Agriculture
Parks/Golf Courses
Housing Conservation
General Plan Land Use Designation
Figure 3-5
Source: Moule & Polyzoides Architects and Urbanists: Existing Conditions Analysis for Redlands Transit VIllages Speci ic Plan (Nov 26, 2018) ---------------
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1/2 Mile Radius
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Figure X-X: Transit Village and General Plan Land Use
Very Low Density Residential
Low Density Residential
Low Medium Density Residential
Medium Density Residential
High Density Residential
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Public Open Space
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Redlands City Limits
Draft Downtown Speci c Plan
Land Use
EAST VALLEY CORRIDOR SPECIFIC PLAN
L O M A L I N D A
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Figure 4-8: Transit Village Land Use
L i va bL e Com m u n i t y 4-34
19 Redlands TRansiT Villages specific plan
Existing Conditions Analysis
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high development intensities to the parcels located within a quarter-mile radius of the New York Street and University Street stations. While the Mixed Use Cores indicate areas where higher intensity mixed-use development are encouraged, such development may take place in the TVOZ outside of the cores as well. The TVOZ boundaries of the New York Street, Downtown, and University stations will be adjusted as part of this Specific Plan process, and the adopted Specific Plan boundary will be the TVOZ boundary.
Figure III-2. General Plan Transit Villages.
III. GENERAL PLAN AND ZONING
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1/2 Mile
10 Minute Walk
1/4 Mile
5 Minute Walk
Church St.
Route 10
Colton Ave. Texas St.
Brookside Ave.
Eureka St.Orange St.
University St.
Route 10
Redlands Blvd.
Citrus Ave.
Tennessee St.
New York St.
Brockton Ave.
Lugonia Ave
Judson St.
Cajon St.
Olive Ave.
Gorgonio Dr.
Ash St.
Pine Ave.
Kansas St.
Redlands Blvd.
Redlands Blvd.
Alabama St.
Route 10
Cypress Ave.
State St.
San
State St.
Michigan
Citrus Ave.
Esri Downtown
University of
Redlands
New York Street
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Redlands TRansiT Villages specific plan
Existing Conditions Analysis 20
Figure III-3. Existing Zoning Districts
III. GENERAL PLAN AND ZONING
on all parcels governed by the current Downtown Specific Plan (Specific Plan No. 45) as shown in Figure III-3 below. The parameters that define the relationship of a building to the street – building height and front yard setbacks – are summarized in Table III-1 on the following page.
Specific Plan Boundary
Arrow Passenger Rail Multi-Family Residential
Public/Institutional Industrial
Administrative
Commercial
Single-Family Residential
Transitional
Agriculture
Open Space
Specific Plan
Flood Plain
Existing Zoning Districts
Figure 3-7
Source: Moule & Polyzoides Architects and Urbanists: Existing Conditions Analysis for Redlands Transit VIllages Specific Plan (Nov 26, 2018) ------......
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3.5 PROJECT OBJECTIVES
State CEQA Guidelines Section 15124(b) (14) California Code of Regulations [CCR]) requires “A statement of objectives sought by the proposed project. A clearly written statement of objectives would help the Lead Agency develop a reasonable range of alternatives to evaluate in the EIR and would aid the decision makers in preparing findings or a statement of overriding considerations, if necessary. The statement of objectives should include the underlying purpose of the project.” The proposed TVSP has the following objectives:
1. A vision for the future of the three station areas that recognizes the importance of Redlands’ unique history and tradition while embracing opportunities for continued reinvestment, growth, and beneficial change.
2. Application of the General Plan’s goals, policies, and actions to achieve the revitalization of the Plan Area.
3. New form-based zoning standards for the Plan Area that will replace current zoning regulations.
These new standards are calibrated to deliver new development that is consistent with Redlands’ physical character, history, and culture, as well as the community’s vision for its future growth.
4. An implementation strategy for transforming the Plan Area’s streets, infrastructure, parks, and other public spaces in line with the City of Redland’s unique culture and history.
5. Transform streets and create neighborhood connectivity through pedestrian-oriented improvements.
6. Provide a variety of housing options to accommodate and attract a range of household types in order to meet the City’s housing needs.
7. Provide for transit-oriented development around the three new Arrow Line stations in line with the City’s General Plan.
3.6 PROJECT CHARACTERISTICS
“Project,” as defined by the State CEQA Guidelines, means:
the whole of an action, which has a potential for resulting in either a direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment, and that is any of the following: (1)…enactment and amendment of zoning ordinances, and the adoption and amendment of local General Plans or elements thereof pursuant to Government Code Sections 65100–65700.” (14 Cal. Code of Reg. § 15378(a).)
The Project analyzed in this Draft EIR is the adoption of the TVSP that would be developed in multiple phases based on market level conditions and implementing developments. The Draft EIR analyzes buildout of the TVSP at a programmatic level of detail.
3.7 DESCRIPTION OF THE PROJECT
3.7.1 PROJECT OVERVIEW
The proposed TVSP includes amending the GP2035 to establish a new “Transit Village” (TV) District land use designation to provide for infill development of new residential and commercial uses within approximately one-half (0.5) mile of each of the three new Arrow stations. The existing GP2035 TVOZ boundaries of the New York Street, Downtown, and University stations would be adjusted as part of this Redlands Regular Meeting of 10-18-22 652 of 1815
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Specific Plan process, and the adopted TVSP boundary would replace the TVOZ boundary. The form-based code that would be implemented by the proposed TVSP emphasizes building form, a mix and density of different transit-oriented development, pedestrian circulation, and public realm improvements and amenities.
It is anticipated that individual development projects on privately-owned parcels would occur incrementally and over an extended period of time (i.e., infill development) such as the 20-year or longer lifespan of the TVSP. Public realm and infrastructure improvements related to individual development projects would similarly be constructed incrementally and over time as projects are built throughout the plan area.
Other public realm and infrastructure improvements (e.g., pedestrian and bicycle network improvements, or landscape and lighting improvements, or stormwater and flood prevention improvements, for example) would likewise occur incrementally in segments throughout the plan area over an extended period of time, subject to the availability of public funding sources such Federal, State, or regional grants that may become available in the future.
3.7.2 TRANSIT VILLAGES
New York Street/Esri Village
Within the New York Street/Esri Village, the Project would implement mixed-use development on the vacant and underutilized parcels and provide tree-lined streets and sidewalks for pedestrian access to the station, Esri campus, and Downtown Village area. Landscaping would be installed in the Zanja Channel west of New York Street and the New York Street Neighborhood Park could be sited in the center of the residential planning areas north of the Arrow station. Bike lanes and street trees would be installed on New York Street.
Redlands Boulevard between Texas Street and Tennessee Street would be improved to facilitate access to the new station by installing sidewalks, a planted center median, bicycle lanes, and a crosswalk at New York Street.
Downtown Transit Village
Within the Downtown Transit Village, the TVSP vision is to provide a walkable mixed-use district consisting of pedestrian-scaled blocks, tree-lined streets with seating and exterior dining opportunities, and squares and plazas. Surface parking lots would be redeveloped as mixed-use developments with onsite parking garages. Orange Street and Redlands Boulevard would be enhanced with new street trees, streetlights, and other streetscape elements.
The Downtown Transit Village includes redevelopment of the Redlands Mall site, (for which applications are presently being processed with the City) and realignment of State Street and Third Street to restore the interconnected block pattern that existed prior to construction of the mall. Redevelopment of the mall site would include up to 4-story tall mixed-use and/or multi-family residential buildings located throughout the mall site. Within the High Avenue neighborhood, the Project would include infill development of vacant and underutilized parcels, and a parking garage on the Ed Hales Park parking lot located south of Redlands Boulevard between Fifth and Sixth Streets.
The Project would include development of multi-family residential uses between Eureka Street to the east and Texas Street to the west, Stuart Avenue to the north, and State Street to the south. Additionally, a neighborhood park would be located between the railway and Oriental Avenue, east of Texas Street, and a greenway and park network would extend between the Esri campus and downtown.
University Village
This village would be redeveloped with pedestrian-oriented mixed-use buildings and include pedestrian connections directly to the University of Redlands campus. The mixed-use buildings are proposed to be Redlands Regular Meeting of 10-18-22 653 of 1815
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concentrated along the Rambla corridor. The University Transit Village includes Village North, Village Center, and Village South, and the Sylvan Neighborhood. Village North would provide academic and campusoriented uses as well as mixed-use buildings with ground floor retail and residential, office, or academic uses on the upper floors. A central park would be located east of the station, and a university-oriented hotel and conference center north of the central park.
Village Center, located between the Arrow station to the north and Citrus Avenue to the south of west of the Rambla, would include mixed-use blocks with neighborhood-serving ground floor uses, such as a market hall or grocery store. Village South, located between Central Avenue to the north and Citrus Avenue to the south, would include commercial and mixed-use buildings that provide regional retail uses, and residential uses along Cook Street. A parking structure lined on the outside by ground floor retail uses and upper floor office or residential uses would be added as the area infills. Also, the Sylvan Neighborhood would be located to the east of Village North and consist of residential uses.
3.7.3 REGULATING PLANS AND ZONES
The proposed TVSP provides detailed standards for building placement, height, massing, articulation, frontage, landscape, and parking based through a form-based code. The form-based code incorporates a gradual transitioning of the height and mass of buildings from larger to smaller to avoid incompatible buildings heights next to each other. The TVSP’s regulating plan is shown in Figure 3-8, Regulating Plan, and would serve as the zoning map for the TVSP. The Regulating Plan includes the following districts:
• Village Center (VC). This district applies to the parcels immediately surrounding the three Arrow stations. New buildings in this zone would have a maximum height of four stories and would be mixed-use, all residential, or all office. Parking would be located within structured garages behind buildings or storefront liners or constructed subterranean. • Downtown (DT). The district applies to parcels facing State Street east of Orange Street, and along the east side of Orange Street between the railway right of way and State Street. This district is largely built out. New buildings would be a maximum of three stories in height and accommodate a mix of uses with commercial ground floors and residential or commercial upper floors. Parking would be located within structured garages behind buildings or storefront liners, subterranean, or in park-once lots or structures.
• Village General (VG). This district applies to parcels located around the periphery of the three Arrow stations and permits multi-family and mixed-use buildings with an average height of three stories. Parking may be within structured garages or surface lots that would be located behind buildings, or subterranean garages.
• Village Corridor (COR). This district applies to parcels located along the north side of Colton Avenue, both sides of Orange Street north of the I-10, and both sides of Olive Avenue. This district provides for small-scale mixed-use buildings up to two stories in height, with commercial ground floors and residential or commercial upper floors. Parking lots would be located behind and to the sides of buildings.
• Village Neighborhood 1 (NG1). This district applies to parcels located between Sixth Street and Church Street and would provide for small-scale commercial and residential-style buildings that accommodate commercial, light industrial, and live-work uses. New buildings would be up to two stories in height. Parking lots would be allowed behind and to the side of buildings.
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• Village Neighborhood 2 (NG2). This district applies to parcels located between Sixth Street and Chapel Street north of the I-10 and parcels located between Ninth Street and Church Street south of the I-10. This district would enable house-form buildings that accommodate residential and office uses. New buildings would be up to two stories in height and set back from the sidewalk behind front yards. Parking lots would be located behind buildings. New buildings would match or complement prevalent building setbacks along the length of the block and complement building heights and massing of adjacent buildings or buildings across the street. • Special District (SD). This district applies to existing school and other institutional sites throughout the TVSP area. New buildings would accommodate educational, religious, and other civic uses. Parking would be in surface parking lots or garages.
• Civic Space (CS). This district applies to parks, plazas, greens, and other open spaces within the TVSP area. These open spaces may accommodate small structures such as gazebos, restrooms, and community centers.
3.7.4 PROJECT AREA BUILDOUT
The TVSP provides for infill development, redevelopment and development of a number of vacant parcels located within the Project area, that are shown in Figure 3-17, Vacant and Non-Conforming Parcels. The maximum development that would occur from buildout of the TVSP is shown on Table 3-1, TVSP Proposed Buildout. The amount of square-footage and dwelling units listed in Table 3-1 could be constructed at the present time under the current GP2035 land use designations and current zoning designations within the TVSP area (e.g., General Commercial (C-3) and Downtown Specific Plan (SP 45) in the Downtown Transit Village area), as shown in Figure 3-18, Areas of Change, and Figure 3-19, Illustrative Plan. Buildout pursuant to the TVSP would be within the buildout provided for within the GP2035. However, the proposed TVSP would provide a form-based code to achieve preferred building forms and design, promote compact and walkable urban form in the vicinity of the train stations, introduce a greater variety of transportation options (and reduce vehicle trips and vehicle miles traveled), and provide more public open space and amenities that provides aesthetic and community benefits.
Table 3-1: TVSP Proposed Buildout
Residential
Type of
Dwelling Unit
(estimate only)
Number of Units
(and %)
(estimate only)
Avg. Floor Area
per Dwelling Unit
(estimate only)
Gross building
square-footage
(estimate only)
Studio 600 (25%) 650 390,000
1 bedroom 600 (25%) 750 450,000
2 bedrooms 600 (25%) 1,000 600,000
3 bedrooms 600 (25%) 1,300 780,000
Residential Total 2,400 (100%) 925 avg. 2,220,000
Retail Commercial -- -- 265,000
Office -- -- 238,000
Hotel 220 -- 110,000
Open Space and Parks -- -- 280,000
Total Square Footage 3,113,000
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3.7.5 TRANSPORTATION
The TVSP provides a framework for development of a walkable, mixed-use environment around the three new Arrow stations. A key component of this framework is a network of complete, multi-modal streets that provide for pedestrians, bicyclists, transit patrons, and motorists that includes the following (as shown in Figure 3-9, Future Street Network Improvements).
Street improvements proposed within the TVSP may include the following (i.e., conceptual plans that may or may not be implemented during the timeframe of the specific plan, depending on the timing of future developments and buildout):
• Converting Colton Avenue, Tennessee Street, State Street, Redlands Boulevard, Brookside Avenue, Citrus Avenue, Texas Street, Stuart Avenue, Eureka Street, Sixth Street, University Street, and Grove Street into multi-modal streets.
• Adding multiple new streets north of the New York/Esri station, within the existing Redlands Mall site, and surrounding the University station.
• Converting State Street east of Orange Street into a two-way street. • Transforming New York Street, Orange Street, and University Street into gateway streets. • Creating a roundabout on Cypress Avenue at the southeast corner of the TVSP area.
Pedestrian infrastructure improvements proposed within the TVSP may include the following (i.e., conceptual plans that may or may not be implemented during the timeframe of the specific plan, depending on the timing of future developments, availability of public grant funding or other public funds, and other factors):
• Highway underpass improvements at the New York Street, Texas Street, Eureka Street, Orange Street, Sixth Street, Sylvan Boulevard, University Street, and Citrus Avenue I-10 underpasses. • New signalized intersections at the Orange Street and Shoppers Lane intersection; the University Street and Colton Avenue intersection; and the University Street and Central Avenue intersection. • Midblock crossing improvements along Brookside Avenue, Citrus Avenue, University Street, Olive Avenue, Eureka Street, and Grant Street.
• Intersection improvements, including bulb-outs and crosswalk redesign, at the following intersections:
o Redlands Boulevard & Tennessee Street
o Redlands Boulevard & New York Street
o Colton Avenue & Texas Street
o Redlands Boulevard & Texas Street
o Colton Avenue & Eureka Street
o Redlands Boulevard & Eureka Street
o Citrus Avenue & Eureka Street
o Glenwood Drive & Parkwood Drive
o Vine Street & 4th Street
o Colton Avenue & Orange Street
o Redlands Boulevard & Orange Street
o Citrus Avenue & Orange Street
o Colton Avenue & 6th Street
o Redlands Boulevard & 5th Street
o Redlands Boulevard & 6th Street
o Citrus Avenue & 6th Street
o Vine Street & 6th Street
o Park Avenue & University Street
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o Citrus Avenue & Cypress Avenue (see Figure 3-10, Future Pedestrian Network Improvements).
Bicycle infrastructure improvements proposed within the TVSP may include the following (i.e., conceptual plans that may or may not be implemented during the timeframe of the specific plan, depending on the timing of future developments, availability of public grant funding or other public funds, and other factors):
• Class 1 Orange Blossom Trail. A Class 1 bicycle facility is a separate right-of-way for exclusive use for bicyclists and pedestrians. A Class 1 bike lane would be developed on Orange Street from Colton Avenue to Citrus Avenue within the TVSP area.
• Class 2 lanes, which are on-street facilities dedicated to bicycles and identified with lane striping and pole signs, would be developed on Colton Avenue between Orange Street and Redlands Boulevard, Redlands Boulevard, Tennessee Street, Texas Street, Center Street, Eureka Street, Sixth Street, University Street, Gove Street, and State Street west of Eureka Street within the TVSP area; • Class 3 routes, which are on-street bike routes shared with motorists, would be developed on New York Street and Church Street within the TVSP area (see Figure 3-11, Future Bicycle Network Improvements).
The Project includes installation of on-street parallel parking, angled parking, parking lot expansion, and new parking garages in the Downtown Transit Village.
3.7.6 OPEN SPACE AND LANDSCAPE
The proposed street and open space network would provide a contiguous green space connecting the TVSP villages. The proposed Zanja Greenway is located along a historic existing irrigation feature that traverses the TVSP area from Sylvan Boulevard in the University Transit Village southwest past the New York Street/Esri Transit Village. The TVSP would install riparian landscaping along the Zanja Greenway, which also runs parallel to the Orange Blossom Trail. The TVSP also includes an open space plaza at State Street/Third Street, a midtown greenbelt in the Downtown Transit Village, a central park in the University Transit Village, and a neighborhood park in the New York Street/Esri Transit Village. See Figure 3-12, Public Realm Plan. The precise timing of open space or other public improvements are not known with certainty, as improvements would likely depend on the timing of future developments, buildout of private development projects, future availability and amounts of public grant funding or other public funds, and other factors.
3.7.7 INFRASTRUCTURE IMPROVEMENTS
Infrastructure plans are conceptual and identify a vision of future improvements based on an assumed buildout of the proposed Specific Plan. The identified infrastructure improvements will likely occur incrementally depending on the location(s), type(s), and extent of future private development projects that would need to utilize the public and private infrastructure. The precise timing of infrastructure and other public improvements are not known with certainty, as improvements would likely depend on the extent and timing of future development projects, buildout of private development projects, future availability and amounts of public grant funding, and other factors. Adoption of the TVSP would provide the policy framework and specific types of improvements (i.e., sufficient specificity to articulate the community’s goals for the future) with which the City can then pursuit Federal, State, or regional grant funding that may be available in the future for such public improvements.
Potable Water
Water system infrastructure improvements include upgrading potable water mains due to age and size to provide reliable fire suppression and adding non-potable water mains to serve the New York Street/Esri Redlands Regular Meeting of 10-18-22 657 of 1815
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and Downtown station areas. The University Station area would be served by extending a private universityowned non-potable system. The TVSP would include the following water main upgrades, as shown in Figure 3-13, Existing and Proposed Domestic Water Distribution:
• Upgrading the existing water main in Colton Avenue to a 12-inch main between Texas Street and Orange Street
• Upgrading the existing water main in Stuart Avenue to a 12-inch main west of Texas Street • Upgrading the existing water main in Eureka Street to a 12-inch water main between Oriental Avenue and Redlands Boulevard
• Upgrading the existing water main in Redlands Boulevard to a 12-inch water main between Orange Street and Sixth Street
• Upgrading the existing water main on Ninth Street to an 8-inch water main between E. Central Avenue and State Street
• Upgrading the existing water main on Church Street to a 12-inch water main between Colton Avenue and Citrus Avenue
• Upgrading the existing water main on University Street to a 12-inch water main between Colton Avenue and E. Central Avenue
• Upgrading the existing water main on E. Central Avenue to a 12-inch water main between University Street and Judson Street
Non-Potable Water
The TVSP proposes to install new 12-inch non-potable waterlines in New York between Colton Avenue and State Street that would connect to future non-potable pipelines, ultimately connecting to the existing nonpotable pipeline in Lugonia Avenue. The TVSP proposes to install a new 8-inch non-potable waterline in Orange Street and Redlands Boulevard that would connect to a proposed non-potable pipeline in State Street, ultimately connecting to the proposed non-potable pipeline in New York Street. The TVSP would include a new 8-inch non-potable line in University Street and Colton Avenue that would connect to the existing non-potable line in Colton Avenue. The TVSP also proposes the construction of various other new non-potable waterlines as shown in Figure 3-14, Existing and Proposed Non-Potable Water Distribution.
Sewer
The TVSP proposes the following improvements of existing sewer lines, as shown in Figure 3-15, Existing Sewer System and Proposed Upgrades:
• Replacing the 8-inch sewer in University Street from Park Avenue to the I-10 Freeway with a new 12-inch sewer (or adding an additional 8-inch sewer line) • Replacing the 15-inch sewer in Citrus Avenue from Central Avenue to Church Street with a new 18- inch sewer (or adding an additional 8-inch sewer line)
• Adding a new 12-inch sewer line in State Street from Eureka Street to First Street, then north on First Street to Redland Boulevard, then west on Redlands Boulevard to Texas Street.
Flooding and Drainage Improvements
While the TVSP does not include specific drainage system improvements, the TVSP includes multiple recommendations related to drainage improvements within the TVSP area including:
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• Preparing and processing a Letter of Map Revision based on hydrologic modeling included as Appendix A to the TVSP in order to remove approximately 155 properties from being subject to the City’s Floodplain Regulations
• Implement the 2014 Master Plan of Drainage (MPD) Alternative 1 for the Downtown Village • Explore opportunities to implement a diversion drainage system that intercepts Zanja channel flows near or east of North Grove Street, where it would be conveyed parallel to the Zanja and be discharged into the Zanja upstream of the I-10 underpass • Increase the size of the Zanja at the Kansas Street, New York Street, and Tennessee Street crossings to increase flow capacity.
Dry Utilities
As new development occurs within the TVSP area, undergrounding of dry utilities would be required for electrical transmission lines less than 66 kilovolts (kV).
3.8 INTENDED USES OF THE EIR
This Draft EIR will serve as the primary source of environmental information for the actions and approvals associated with the TVSP. In accordance with California Public Resources Code Section 21002.1, the purpose of this Draft EIR is to provide the City, serving as the lead agency, information on: the potentially significant environmental impacts that would result from implementation of the TVSP; alternatives to the TVSP; and mitigation measures, which may reduce or avoid any significant effects. This Draft EIR will also be used as an informational document by other public agencies, in connection with any approvals or permits necessary for construction and operation of the TVSP.
This Draft EIR is intended to serve as a Program EIR, as defined in State CEQA Guidelines Section 15168, for use by the City as lead agency and by responsible agencies as needed. The Program EIR will evaluate the broad-scale impacts of the TVSP regulations and may evaluate project-level impacts where more detail is available at this time. Program EIRs are typically prepared for public policy programs such as a general plan or new zoning districts; for a series of related actions that can be characterized as one large project; or for large-scale, multi-phase development projects such as specific plans.
In a Program EIR, CEQA allows the general analysis of broad environmental effects of the program, with the acknowledgement that subsequent, project-specific environmental review may be required for particular aspects or portions of the program at the time of project implementation, in accordance with State CEQA Guidelines Section 15162. The Program EIR would serve as the first-tier environmental analysis. The Program EIR can be incorporated by reference into subsequently prepared environmental documentation to address issues such as cumulative impacts and growth-inducing impacts, allowing the subsequent documents to focus on new or site-specific impacts pursuant to State CEQA Guidelines Section 15168(d). To assess the potential broad-scale environmental impacts that may result from implementation of the TVSP, development assumptions have been made at this time and are described in the section 3.7.4, Project Area Buildout, above.
3.9 DISCRETIONARY APPROVALS AND PERMITS
The City of Redlands has primary approval responsibility for the Project. As such, the City serves as the Lead Agency for this Draft EIR pursuant to State CEQA Guidelines Section 15050. The City’s Planning Commission will evaluate this Draft EIR and TVSP and make a recommendation to the City Council whether the TVSP should be adopted and the Draft EIR be certified. The City Council is the decision-making authority for the Project and will consider the Project along with the Planning Commission’s recommendations and will make a Redlands Regular Meeting of 10-18-22 659 of 1815
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final decision to approve, approve with changes, or deny the Project. The City, including the Planning Commission and City Council, will consider the information in this Draft EIR and the Project’s administrative record in its decision-making processes. In the event of approval of the Project and certification of the Draft EIR, the City would conduct administrative and discretionary review and grant ministerial and discretionary permits and approvals to implement Project requirements, conditions of approval, and future developments within the Project Area. Approval and implementation of the TVSP requires City approval of the following discretionary actions:
CITY OF REDLANDS
• Adoption of the TVSP
• Amendments to the GP2035 to change land use designations of parcels from various GP2035 land use designations to a “Transit Village” (TV) District (or similar) land use classification. • Amendments to the GP2035 for minor changes to the design or designations of certain street segments, and minor text amendments to one or more policies to achieve consistency with the proposed TVSP, as required.
• Zone Change from various zones (RMC Title 18 – Zoning Regulations) within the TVSP area to “Transit Villages Specific Plan (Specific Plan No. 65)”.
• Replace the existing Downtown Specific Plan (Specific Plan No. 45) with the proposed “Transit Villages Specific Plan (Specific Plan No. 65)”.
• Certification of the related EIR.
This Draft EIR may be used by various governmental decision-makers for discretionary permits and actions that are necessary or may be requested in connection with implementation of future development projects pursuant to the TVSP. Additional discretionary, administrative and/or ministerial actions may be necessary from other responsible agencies to fully implement the Project. The state or local agencies that may rely upon the information contained in this Draft EIR when considering approval of permits may include, but are not limited to, the following:
• South Coast Air Quality Management District (point source emissions permits) • California Regional Water Quality Control Board (National Pollutant Discharge Elimination System [NPDES] permit)
• State Water Resources Control Board (General Construction Activity Stormwater Permit) • California Department of Transportation (Caltrans) (improvements to intersections and roadway and underpass design modifications within Caltrans jurisdiction) Redlands Regular Meeting of 10-18-22 660 of 1815
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Regulating Plan
Figure 3-8
Moule & Polyzoides Architects and Urbanists: Redlands Transit VIllages Speci ic Plan (January 24, 2022) Route 10
Route 10
Route 10
Brockton Ave.
Orange St.
Colton Ave. Colton Ave. Colton Ave.
Redlands Blvd.
Redlands Blvd.
Redlands Blvd.
State St.
Eureka St.
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Future Street Network Improvements
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Redlands Transit Villages Specific Plan Draft EIR
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4. Environmental Setting
The purpose of this section is to provide a “description of the physical environmental conditions in the vicinity of the Project, as they exist at the time the Notice of Preparation (NOP) is published, from both a local and a regional perspective” pursuant to CEQA Guidelines Section 15125(a). In addition to the summary below, detailed environmental setting descriptions are provided in each subsection of Section 5 of this Draft EIR.
4.1 PROJECT LOCATION
Three of the new Arrow stations are located in the city, which include: 1) New York Street/Esri Station near the intersection of Redlands Boulevard and New York Street across from the existing Esri campus, 2) Downtown Station north of the Santa Fe Depot between Eureka Street and Orange Street, and 3) University Street Station adjacent to the University of Redlands at the south end of campus near North University Street (see Figure 3-2, Local Vicinity, and Figure 3-3, Aerial Photograph).
The proposed Transit Villages Specific Plan (TVSP, or Specific Plan) area generally includes the parcels located within approximately one-half mile, or a 10-minute walk, of the three new Arrow stations in the city.
The entire TVSP area, which covers approximately 947 acres (approximately 1.5 square miles) is generally bounded to the west by Kansas Street, Redlands Boulevard, Alabama Street, and Tennessee Street; to the north by the I-10, Colton Avenue, and Sylvan Boulevard; to the east by Judson Street; and to the south by Citrus Avenue, Central Avenue, Redlands Boulevard, Olive Avenue, Brookside Avenue, Ash Street, Pine Avenue, Tennessee Street, and State Street. The TVSP area also includes the parcels along both sides of Orange Street between Colton Avenue and Lugonia Avenue (see Figure 3-4, Specific Plan Station Areas).
4.2 PROJECT SITE DESCRIPTION
The TVSP area is approximately 947 acres of land that is divided into three planning areas referred to as transit villages, which generally circle each new Arrow station, as shown on Figure 3-4. The New York Street/Esri Transit Village area is generally west of Texas Street and Center Street. The Downtown Transit Village area is generally bounded to the east by Church Street, and to the west by Texas Street, and includes the parcels along both sides of Orange Street between Colton Avenue and Lugonia Avenue. The University Street Transit Village area is located east of Church Street and west of Judson Street, which are further described below.
• New York Street/Esri Transit Village. The area around this station is currently car oriented. Large blocks generally comprise the area with commercial and light industrial buildings set back away from the street behind parking lots or landscaped front yards. The I-10 and SR-210 interchange is to the northwest of this transit village. Freeway access is provided at Alabama Street and Tennessee Street. Alabama Street, Tennessee Street, and Texas Street pass beneath the I-10, connecting the transit village area to the neighborhoods north of the freeway. The transit village is traversed eastwest by the railways, which run along the north side of Redlands Boulevard, until New York Street, where they branch off from one another as they proceed eastward.
Sidewalks line roadways. There are limited street trees, although trees in some areas are planted in front yards of adjacent properties. There are no existing bicycle facilities within this village area aside from the western segment of the Orange Blossom Trail (a Class 1 bicycle facility).
The Arrow station will be located along the north side of Redlands Boulevard at New York Street.
To the south of the station site is Esri’s campus headquarters and to the southeast (across the roadway Redlands Regular Meeting of 10-18-22 686 of 1815
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intersection) from the station site is Jennie Davis Park, a 5.2-acre neighborhood park with picnic and playground facilities. Land uses to the west of the Esri campus and south of the railway consists primarily of light industrial warehouse buildings.
North of the railway, existing development consists of car-oriented uses, strip mall shopping centers, fast-food restaurants, hotels, and recreational facilities. North of the I-10 are commercial and singlefamily residences. Buildings within this area range from one to three-story buildings. Many of the one-story light industrial and retail buildings are tall one-story buildings facing the street. The parcels surrounding the station are largely vacant.
• Downtown Transit Village. This area includes the city’s urban core and Santa Fe Depot. The station site will be north of the Santa Fe Depot. Blocks located east of Orange Street within downtown are small and promote walkability with commercial and mixed-use buildings built adjacent to, and accessed directly from, the sidewalk. Blocks west of Orange Street are larger and less pedestrianfriendly with buildings and site designs that are more car-oriented, with buildings located behind street-facing parking lots. Access to the I-10 is via Sixth Street, Orange Street, and Eureka Street.
Streets that pass underneath the freeway include Texas Street, Eureka Street, Orange Street, Sixth Street, and Church Street.
State Street, which is lined with buildings that face and are accessed from the sidewalk and shaded by Ficus trees, is the city’s prime pedestrian-friendly street. Sidewalks within the Downtown Village are typically eight feet wide and located adjacent to the curb. Additionally, bicycle facilities exist along segments of Colton Avenue and Citrus Avenue.
Many parcels west of the Downtown Station are vacant. Additionally, vacant packinghouse buildings lie to the north and south of the Santa Fe Depot. Most of the buildings within this transit village are one- and two-story in height. However, some buildings are taller, such as the Citibank building, which is six stories tall. In addition, many of the old packinghouse buildings surrounding the Santa Fe Depot are one-story buildings with tall interiors.
There are two parks within this transit village, Terrace Park and the northeastern tip of Smiley Park.
Terrace Park is a linear park built along the south side of Colton Avenue between Orange Street and Church Street. The portion of Smiley Park within the transit village consist of the lawns, paths, and benches that surround the historic Police Annex building. The rest of Smiley Park that is not within the TVSP area, includes the Redlands Bowl amphitheater, the Lincoln Memorial Shrine, the A.K. Smiley Library, shuffleboard courts, and a restroom building.
• University Street Transit Village. This area includes the portion of the University of Redlands campus located south of Sylvan Boulevard and Sylvan Park, which is 18-acres. Access to the I-10 is provided via University Street and Cypress Avenue. Church Street, University Street, and Citrus Street pass underneath the freeway providing access to other areas in the city.
Many streets within this village area, particularly those surrounding the station area, do not have sidewalks. Sidewalks within the residential neighborhoods tend to be separated from the curb by continuous planters planted with trees. The Orange Blossom Trail, a Class I bicycle trail to the east, provides limited bicycle connectivity in the village area.
Land uses located north of the I-10 and west of University Street include Sylvan Park, single-family residences, and some multi-family buildings. The southeast portion of the village primarily consists of multi-family buildings. Most of the buildings within this transit village area are one- and two-story in height. Single-family residences are mostly one-story and multi-family buildings are two stories. Most of the land surrounding the station site is vacant.
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Existing General Plan and Zoning Designation
The City of Redlands General Plan 2035 (GP2035) designates the TVSP area with a mix of land uses including: Medium Density Residential (up to 15 dwelling units per acre), High Density Residential (up to 27 dwelling units per acre), Office, Commercial, Commercial/Industrial, Industrial, Public/Institutional, and Parks.
Most of the New York Street/Esri Transit Village area consists of non-residential land use designations except for the multi-family residential area in the southern portion of the village. The Downtown Transit Village area is also primarily non-residential, with multi-family allowed along the eastern edge. Land use designations in the University Street Transit Village are primarily medium and high density residential, except the institutional designations associated with the University of Redlands campus to the north of the station site. The General Plan Transit Villages Overlay provides for residential/mixed uses within a half-mile of each station (see Figure 3-5, General Plan Land Use Designation).
The GP2035 Livable Community Element includes a Transit Villages section that provides for the Transit Villages Overlay Zone (TVOZ), which applies to areas within a half-mile radius of the five rail stations that were anticipated in the GP2035, which includes the three new Arrow stations. The TVOZ includes strategies for transportation system enhancements including vehicle, pedestrian, and bicycle connectivity to each station and mixed-use development. Land use designations in the TVOZ include modified residential land use designations for low medium-, medium-, and high-density residential, commercial, commercial/industrial, office, public/institutional, park, and agriculture that are designed to provide for higher intensities and compact development patterns within the TVOZ than elsewhere in the city (see Figure 3-6, General Plan Transit Villages).
Existing residential zoning within the TVSP area is primarily Multi-Family Residential (R-2 and R-3); however, there are two small areas with existing single-family zoning. The parcels on 11th Street between the I-10 and Colton Avenue in the Downtown Transit Village are zoned Single-Family Residential (R-1) and the parcels in the University Street Transit Villages bounded by the I-10, East Cypress Avenue, and East Citrus Avenue are zoned Suburban Residential (R-S). See Figure 3-7, Existing Zoning Districts.
Non-residential zoning in the TVSP area include Industrial (I-P), Light Industrial (M-1), Planned Industrial (MP), Administrative and Professional Office (A-P), Neighborhood Stores (C-1), General Commercial (C-3), Highway Commercial (C-4), Commercial (C-M), Educational (E), Transitional (T), Open Land (O), Floodplain (FP), East Valley-General Commercial (EV/CG), and East Valley-Public Institutional (EV/PI).
The Downtown Specific Plan (Specific Plan No. 45), located in the proposed Downtown Village, governs the parcels in the downtown area, which is divided into Town Center, Town Center-Historic District, and ServiceCommercial District. The objective of the Downtown Specific Plan is to create a compact, pedestrian-oriented environment.
4.1 AESTHETICS
State Scenic Highway
There are no officially designated state scenic highways traversing the TVSP area; however, State Route 38 is an eligible, albeit not officially designated, state scenic highway. State Route 38 traverses the Downtown Transit Village area as Orange Street north of the I-10 to Lugonia Avenue. State Route 38 then continues outside of the TVSP area easterly as Lugonia Avenue, which then turns into Mentone Boulevard and Mill Creek Road as the highway continues into the San Bernardino Mountains.
City Scenic Roadways
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The City has designated numerous roadway segments as scenic highways, drives, and historic streets subject to special development standards (GP2035 EIR, p. 3.1-11). City-designated scenic roadways include Brookside Avenue, Olive Avenue, Center Street, Highland Avenue, Sunset Drive, Cajon Street, Mariposa Drive, and Dwight Street. Additionally, the City is considering designating Riverview Drive, Live Oak Canyon Drive, San Timoteo Canyon Road, Sylvan Boulevard, Nevada Street, and Pioneer Road.
Visual Character of the Project Site
Existing setting of the New York Street/Esri Transit Village area. The area around this station is caroriented. Large blocks generally comprise the area with commercial and light industrial buildings set back away from the street behind parking lots or landscaped front yards. The I-10 and SR-210 interchange is to the northwest of this transit village. The transit village is traversed east-west by the railways, which run along the north side of Redlands Boulevard, until New York Street, where they branch off from one another as they proceed eastward.
The Arrow station will be located along the north side of Redlands Boulevard at New York Street. To the south of the station site and Redlands Boulevard is Esri’s campus headquarters, and to the southeast (across the intersection) from the station site is Jennie Davis Park, a 5.2-acre neighborhood park. Land uses to the west of the Esri campus (across Tennessee Street) consist primarily of light industrial warehouse buildings and commercial services or office uses. To the south of the Esri campus is a neighborhood of apartments and multifamily buildings.
North of the railway, existing development consists of car-oriented uses, strip mall shopping centers, fastfood restaurants, hotels, and recreational facilities. North of the I-10 are commercial and single-family residences. Buildings within this area range from one to three-story buildings. Many of the one-story light industrial and retail buildings are tall one-story buildings facing the street. The parcels surrounding the station are largely vacant.
Existing setting of the Downtown Transit Village area. This area includes the City’s urban core and the historic Santa Fe Depot. The station site will be at the north side of the Santa Fe Depot (for the new Arrow platform) and immediately west of the Depot (for the new Metrolink platform). Blocks located east of Orange Street within Downtown are small and promote walkability, with commercial and mixed-use buildings built adjacent to and accessed directly from the sidewalk. Blocks west of Orange Street are larger and less pedestrian-friendly with buildings and site designs that are more car-oriented, with buildings located behind street-facing parking lots.
Many parcels west of the Downtown Station are vacant as well as a few vacant remnant packinghouse buildings to the north and south of the Santa Fe Depot. Most of the buildings within this transit village are one- and two-story in height. A notable exception is the Citibank building, which is six stories tall. In addition, many of the old packinghouse buildings surrounding the Santa Fe Depot are one-story buildings with tall interiors.
Existing setting of the University Transit Village area. This area includes the portion of the University of Redlands campus located south of Sylvan Boulevard and Sylvan Park (which is 18-acres). Land uses located north of the I-10 and west of University Street include Sylvan Park, single-family residences, and some multifamily buildings. The southeast portion of the village primarily consists of multi-family buildings. Most of the buildings within this transit village area are one- and two-story in height. Single-family residences are mostly Redlands Regular Meeting of 10-18-22 689 of 1815
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one-story and multi-family buildings are two stories. Most of the land immediately surrounding the station site is vacant and unimproved.
Visual Character of Adjacent Areas
The existing visual character of the area surrounding the TVSP area is urban. There is no consistent architectural or visual theme within the surrounding area. However, multiple areas surrounding the TVSP area include historic and scenic districts, such as the Smiley Park Neighborhood District and Scenic District and the East Fern Avenue Historic and Scenic District, located south of the Downtown Village area.
Areas to the north of the TVSP area generally include industrial uses, commercial buildings, single-family residences, and the University of Redlands. Areas to the east of Project Area, directly east of Judson Street, include one-story single-family residences and a mobile home park. Areas south of the TVSP area include one- to two-story single-family residences, Redlands High School, multi-family residential units, Smiley Park, and commercial uses. Areas west of the TVSP area include multi-family residences, commercial uses, and industrial uses.
Light and Glare
The TVSP area is mostly developed with a limited number of vacant parcels and include multiple sources of nighttime lighting. Additionally, the TVSP area is surrounded by sources of nighttime lighting that includes streetlights along roadways, illumination from vehicle headlights, offsite exterior residential, commercial, and industrial lighting, and interior illumination passing through windows. Sensitive receptors relative to lighting and glare include residents, motorists, and pedestrians passing through the TVSP area.
Glare in the vicinity of the TVSP area is generated by building and vehicle windows reflecting light.
Substantial sources of glare within the TVSP area include windows of taller buildings, such as the six-story Citibank building. However, the majority of buildings within the TVSP area are shorter one- to two-story buildings that are constructed of non-reflective materials and are not surfaced with a substantial number of windows adjacent to one another that would create a large reflective area.
4.2 AIR QUALITY
Climate and Meteorology
The TVSP area is located within the South Coast Air Basin (Basin), which is under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). The Basin is a 6,600-square-mile coastal plain bounded by the Pacific Ocean to the southwest and the San Gabriel, San Bernardino, and San Jacinto Mountains to the north and east. The Basin includes the non-desert portions of Los Angeles, Riverside, and San Bernardino counties, and all of Orange County.
The ambient concentrations of air pollutants are determined by the amount of emissions released by sources and the atmosphere’s ability to transport and dilute such emissions. Natural factors that affect transport and dilution include terrain, wind, atmospheric stability, and sunlight. Therefore, existing air quality conditions in the area are determined by such natural factors as topography, meteorology, and climate, in addition to the amount of emissions released by existing air pollutant sources.
Atmospheric conditions such as wind speed, wind direction, and air temperature gradients interact with the physical features of the landscape to determine the movement and dispersal of air pollutants. The topography and climate of Southern California combine to make the Basin an area of high air pollution Redlands Regular Meeting of 10-18-22 690 of 1815
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potential. The Basin is a coastal plain with connecting broad valleys and low hills, bounded by the Pacific Ocean to the west and high mountains around the rest of the perimeter. The general region lies in the semipermanent high-pressure zone of the eastern Pacific, resulting in a mild climate tempered by cool sea breezes with light average wind speeds. The usually mild climatological pattern is disrupted occasionally by periods of extremely hot weather, winter storms, or Santa Ana winds. During the summer months, a warm air mass frequently descends over the cool, moist marine layer produced by the interaction between the ocean’s surface and the lowest layer of the atmosphere. The warm upper layer forms a cap over the cool marine layer and inhibits the pollutants in the marine layer from dispersing upward. In addition, light winds during the summer further limit ventilation. Furthermore, sunlight triggers the photochemical reactions which produce ozone.
Existing Conditions
SCAQMD maintains monitoring stations within district boundaries, Source/Receptor Areas (SRAs), that monitor air quality and compliance with associated ambient standards. The TVSP area is located within SRA 35, East San Bernardino. The East San Bernardino monitoring station is located approximately 0.5 mile east of the TVSP area and reports air quality statistics for O3 and PM10. The East San Bernardino Valley monitoring station does not provide information for CO, NO2, and PM2.5, as such, statistics were obtained from the Central San Bernardino 2 monitoring station. The Central San Bernardino monitoring station is located within SRA 34 that is located 4.6 miles northwest of the TVSP area. The most recent 3 years of data is shown on Table 5.2-2 and identifies the number of days ambient air quality standards were exceeded in the area.
Additionally, data for SO2 has been omitted as attainment is regularly met in the South Coast Air Basin and few monitoring stations measure SO2 concentrations.
In 2020, the federal and state ambient air quality standards (NAAQS and CAAQS) were exceeded on one or more days for ozone and PM10 at most monitoring locations. No areas of the SCAB exceeded federal or state standards for NO2, SO2, CO, sulfates, or lead.
The TVSP area consists of approximately 947 acres of land that surrounds three proposed Arrow stations.
The area is current developed with a mix of commercial, industrial, and residential uses. Air quality emissions are currently generated by operation of these existing uses and the related vehicular trips.
Sensitive Land Uses
Land uses such as schools, children’s daycare centers, hospitals, and convalescent homes are considered to be more sensitive to poor air quality than the general public because the population groups associated with these uses have increased susceptibility to respiratory distress. In addition, residential uses are considered more sensitive to air quality conditions than commercial and industrial uses, because people generally spend longer periods of time at their residences, resulting in greater exposure to ambient air quality conditions.
Recreational land uses are considered moderately sensitive to air pollution. Exercise places a high demand on respiratory functions, which can be impaired by air pollution, even though exposure periods during exercise are generally short. In addition, noticeable air pollution can detract from the enjoyment of recreation. Existing sensitive receptors within and in the vicinity of the TVSP area consists of residences.
4.3 CULTURAL RESOURCES
Archaeological Resources
A total of 54 cultural studies have been performed within a 0.5-mile radius of the TVSP area. Of these, 34 have been conducted within the TVSP area, with only one of the reports having been conducted within the Redlands Regular Meeting of 10-18-22 691 of 1815
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last five years. The records search conducted for the Project identified one previously recorded prehistoric archaeological resource, one historic archaeological resource with a prehistoric component, and twenty-four historic archaeological resources within TVSP area.
Historic Setting
An asistencia was established in Redlands in 1819 to help facilitate the Mission San Gabriel Arcángel’s control and colonization of the surrounding rancheria. Missionaries instructed Serrano, Gabrielino, and Cahuilla workers to build the Mill Creek Zanja, a 12-mile long irrigation ditch routing water from Mill Creek to Guachama Rancheria, which served as the area’s first stable water resource. In 1842, the Lugo family, including José del Carmen Lugo, José María Lugo, Vicente Lugo, and Diego Sepulveda, received a land grant, Rancho San Bernardino, which encompassed the San Bernardino and Yucaipa valleys, including present day City of Redlands.
In 1881, E.G. Judson and Frank E. Brown formed the Redlands Water Company and began construction of a water canal to supply future citrus groves. During the development, the pair noticed the red-colored adobe soil and gave the new town its name, Redlands. Three years later, Brown built the Bear Valley Dam and reservoir, securing a steady supply of water for the town and associated citrus groves. With a stable water source and booming railways, the City of Redlands experienced a development boom with the creation of paved streets, sidewalks, sewage, and electricity systems. The City was officially incorporated in 1888. For 75 years, citrus growing was the main economic source for the City. The citrus industry eventually declined and agricultural areas were replaced with subdivisions. The former 15,000 acres of citrus groves, spanning the entirety of the city, have been reduced to only one grove left today, the Redlands Foothill Grove (CUL, 2022).
Historic Resources
There are 182 historic properties located within the TVSP area, with most of the eligible historic properties located in Downtown Redlands. The California Office of Historic Preservation’s Built Environment Resources Directory (BERD) for San Bernardino County, the City of Redlands’ General Plan EIR (2017a), the City of Redlands’ Downtown Specific Plan (2017b), the City of Redlands’ List of Historic Resources (2019), the National Register (NR), the California Register of Historic Places (CR), California Historic Landmarks, and California Point of Historical Interest identify 114 historic properties within the TVSP area. Of these historic resources, 25 historic properties are listed in the National Register (NR) and/or the California Register (CR), three properties appear eligible for NR or CR, and 63 properties are recognized as historically significant by the City of Redlands. Eleven properties have been determined ineligible for listing or designation and 13 properties have not been evaluated for NR or NR or need evaluation. In addition, there are two historic districts located within the TVSP area, the Smiley Park Historic District and Santa Fe Depot Historic District.
4.4 ENERGY
Electricity
The Southern California Edison Company (SCE) is the electrical purveyor in the City of Redlands. SCE provides electricity service to more than 14 million people in a 50,000 square-mile area of central, coastal and Southern California. California utilities are experiencing increasing demands that require modernization of the electric distribution grid to, among other things, accommodate two-way flows of electricity and increase the grid's capacity. SCE is in the process of implementing infrastructure upgrades to ensure the ability to meet future demands. In addition, as described by the Edison International 2020 Annual Report, the SCE electrical grid modernization effort supports implementation of California Senate Bill 32 that requires the Redlands Regular Meeting of 10-18-22 692 of 1815
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state to cut greenhouse gas emissions 40 percent below 1990 levels by 2030 and 80 percent from the same baseline by 2050 in order to help achieve carbon neutrality by 2045. It describes that in 2020 approximately 43% of power that SCE delivered to customers came from carbon-free resources (SCE 2020).
The Project site is currently served by the electricity distribution systems that exists along the roadways throughout the TVSP area.
Natural Gas
The Southern California Gas Company (SoCalGas) is the natural gas purveyor in the City of Redlands and is the principal distributor of natural gas in Southern California. SoCalGas estimates that gas demand will decline at an annual rate of 1 percent each year through 2035 due to modest economic growth, mandated energy efficiency standards and programs, renewable electricity goals, and conservation savings linked to advanced metering infrastructure (CGEU 2020). The gas supply available to SoCalGas is regionally diverse and includes supplies from California sources (onshore and offshore), Southwestern U.S. supply sources, the Rocky Mountains, and Canada (CGEU 2020). SoCalGas designs its facilities and supplies to provide continuous service during extreme peak demands and has identified the ability to meet peak demands through 2035 in its 2020 report (CGEU 2020).
The TVSP area is currently served by the natural gas distribution system that exists within the roadways throughout the TVSP area.
4.5 GEOLOGY AND SOILS
Paleontological Resources
The TVSP area is situated at the foot of the San Bernardino Mountains, a part of the Transverse Ranges Geomorphic Province. The mountains within the province, including the San Gabriel and San Bernardino mountains to the north and northeast, were uplifted by tectonic activity, and provide a major sedimentary source for the alluvium basins of the adjacent areas.
The geologic units underlying the TVSP area are mapped as younger and older Quaternary surficial deposits, more specifically very young wash deposits, active (Qvyw), young axial-valley deposits, Unit 3 (Qya3), old alluvial-fan deposits, Unit 3 (Qof3), and very old axial-valley deposits, Unit 3 (Qvoa3). Very young surficial deposits are the result of recently transported and deposited sediment into channels and washes on surfaces of alluvial fans, alluvial plains, and on hill slopes. Older surficial deposits contain sedimentary units that are moderately consolidated and slightly to moderately dissected. Alluvial-fan deposits (Qof series) are gravelly sand and silt sediments. Very old surficial deposits are sedimentary units that are moderately to well consolidated to lithified, and moderately to well dissected. Valley-filling deposits (Qvoa series) are dominated by sand with minor gravel alluvial deposits and includes residuum or pedogenic-soil profile developed on the San Timoteo Formation beds. The Plio-Pleistocene San Timoteo Formation is located south of the TVSP area in more elevated terrain and may underlie younger and older Quaternary deposits in the TVSP area (MCC 2022).
4.6 GREENHOUSE GASSES
Gases that trap heat in the atmosphere are called GHGs. The major concern with GHGs is that increases in their concentrations are contributing to global climate change. Global climate change is a change in the average weather on Earth that can be measured by wind patterns, storms, precipitation, and temperature.
Although there is disagreement as to the rate of global climate change and the extent of the impacts Redlands Regular Meeting of 10-18-22 693 of 1815
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attributable to human activities, most in the scientific community agree that there is a direct link between increased emissions of GHGs and long-term global temperature increases.
The principal GHGs are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), sulfur hexafluoride (SF6), perfluorocarbons (PFCs), and hydrofluorocarbons (HFCs). Because different GHGs have different warming potential, and CO2 is the most common reference gas for climate change, GHG emissions are often quantified and reported as CO2 equivalents (CO2e). For example, SF6 is a GHG commonly used in the utility industry as an insulating gas in circuit breakers and other electronic equipment. SF6, while comprising a small fraction of the total GHGs emitted annually world-wide, is a much more potent GHG, with 22,800 times the global warming potential as CO2. Therefore, an emission of one metric ton (MT) of SF6 could be reported as an emission of 22,800 MT of CO2e. Large emission sources are reported in million metric tons (MMT) of CO2e.
The principal GHGs are described below, along with their global warming potential.
Carbon dioxide: Carbon dioxide (CO2) is an odorless, colorless, natural GHG. Carbon dioxide’s global warming potential is 1. Natural sources include decomposition of dead organic matter; respiration of bacteria, plants, animals, and fungus; evaporation from oceans; and volcanic outgassing. Anthropogenic (manmade) sources are from burning coal, oil, natural gas, and wood.
Methane: Methane (CH4) is a flammable gas and is the main component of natural gas. It has a lifetime of 12 years, and its global warming potential is 28. Methane is extracted from geological deposits (natural gas fields). Other sources are landfills, fermentation of manure, and decay of organic matter.
Nitrous oxide: Nitrous oxide (N2O) (laughing gas) is a colorless GHG that has a lifetime of 121 years, and its global warming potential is 265. Sources include microbial processes in soil and water, fuel combustion, and industrial processes.
Sulfur hexafluoride: Sulfur hexafluoride (SF6) is an inorganic, odorless, colorless, and nontoxic, nonflammable gas that has a lifetime of 3,200 years and a high global warming potential of 23,500. This gas is manmade and used for insulation in electric power transmission equipment, in the magnesium industry, in semiconductor manufacturing, and as a tracer gas.
Perfluorocarbons: Perfluorocarbons (PFCs) have stable molecular structures and only break down by ultraviolet rays about 60 kilometers above Earth’s surface. Because of this, they have long lifetimes, between 10,000 and 50,000 years. Their global warming potential ranges from 7,000 to 11,000. Two main sources of perfluorocarbons are primary aluminum production and semiconductor manufacturing.
Hydrofluorocarbons: Hydrofluorocarbons (HFCs) are a group of GHGs containing carbon, chlorine, and at least one hydrogen atom. Their global warming potential ranges from 100 to 12,000. Hydrofluorocarbons are synthetic manmade chemicals used as a substitute for chlorofluorocarbons in applications such as automobile air conditioners and refrigerants.
Some of the potential effects in California of global warming may include loss in snow pack, sea level rise, more extreme heat days per year, more high ozone days, more forest fires, and more drought years.
Globally, climate change has the potential to impact numerous environmental resources through potential, though uncertain, impacts related to future air temperatures and precipitation patterns. The projected effects of global warming on weather and climate are likely to vary regionally, but are expected to include the following direct effects:
• Higher maximum temperatures and more hot days over nearly all land areas; • Higher minimum temperatures, fewer cold days and frost days over nearly all land areas; • Reduced diurnal temperature range over most land areas; • Increase of heat index over land areas; and
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• More intense precipitation events.
Also, there are many secondary effects that are projected to result from global warming, including global rise in sea level, impacts to agriculture, changes in disease vectors, and changes in habitat and biodiversity.
While the possible outcomes and the feedback mechanisms involved are not fully understood and much research remains to be done, the potential for substantial environmental, social, and economic consequences over the long term may be great.
GHGs are produced by both direct and indirect emissions sources. Direct emissions include consumption of natural gas, heating and cooling of buildings, landscaping activities and other equipment used directly by land uses. Indirect emissions include the consumption of fossil fuels for vehicle trips, electricity generation, water usage, and solid waste disposal.
Existing Project Site Conditions
The TVSP area consists of approximately 947 acres of land that surrounds three proposed Arrow stations.
The area is current developed with a mix of commercial, industrial, and residential uses. The primary GHG emissions in the TVSP area are from on-road transportation; building energy; and waste.
4.7 HAZARDS AND HAZARDOUS MATERIALS
In the 2015 Redlands Hazard Mitigation Plan, the probability of future hazardous materials release within the city was determined to be High, with Medium Impact. The California Department of Toxic Substances Control (DTSC) and State Water Resources Control Board (SWRCB) track and identify sites with known or potential contamination. The DTSC Envirostor hazardous waste facility and cleanup sites database identifies sites that have known contamination or potentially contaminated sites requiring further investigation, as well as facilities permitted to treat, store, or dispose of hazardous waste. The SWRCB GeoTracker database tracks hazardous materials sites that impact groundwater or have the potential to impact groundwater.
Data for the analysis was downloaded from Envirostor and GeoTracker databases on February 22, 2022.
A total of 25 sites were identified as permitted hazardous waste facilities, land disposal sites, or USTs by DTSC, the EPA, or SWRCB. Three sites were identified by DTSC as cleanup sites having known or potential hazardous substance release; 23 were identified as such by SWRCB. Sites within the TVSP area are listed below in Table 4-1.
Table 4-1: Hazardous Materials Sites
Site Name Site Type Database Status Location
Teledyne Battery
Products
HAZ WASTE -
RCRA, LUST
Cleanup SIte
DTSC, SWRCB Closed 840 W Brockton
Ave
So Cal
Gas/Redlands I
Voluntary Cleanup DTSC Active 501-525 W.
Redlands Blvd
Edison/Redlands II Voluntary Cleanup DTSC Active 501-525 W.
Redlands Blvd
California Target
ENTP. #943
LUST Cleanup Site SWRCB Closed 1580 Redlands
Blvd
Redlands
Corporate Yard
LUST Cleanup Site SWRCB Closed 1270 Park Ave
Argon Fuel Cleanup Program
Site
SWRCB Open 1205/1255
Redlands Blvd
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Redlands Oil
Company (former)
Cleanup Program
Site
SWRCB Closed 395 Texas Street
Stop N’ Go LUST Cleanup Site SWRCB Closed 765 W Redlands Blvd
Redlands
Redevelopment
Agency
LUST Cleanup Site SWRCB Closed 325 N Eureka St
Redlands Battery LUST Cleanup Site SWRCB Closed 305 W Colton Ave City of Redlands
31 and 205 West
Stuart Ave
Property
LUST Cleanup Site SWRCB Open 31 W. Stuart Ave
GTE LUST Cleanup Site SWRCB Closed 11 4th St
9 West Colton
Avenue Property
Cleanup Program
Site
SWRCB Open 9 W. Colton Ave
Chevron #9-7222 LUST Cleanup Site SWRCB Closed 1256 Orange St Rich Oil Co., Inc LUST Cleanup Site SWRCB Closed 1029 Orange St Arco Petroleum
Products #9716
LUST Cleanup Site SWRCB Closed 902 Orange St
Thrifty Oil #346 LUST Cleanup Site SWRCB Closed 902 Orange St Tosco/76 Station
#6019
LUST Cleanup Site SWRCB Closed 901 N. Orange
Ave
Stater Bros. Site Cleanup Program
Site
SWRCB Closed 11 E. Colton Ave
Mobil #08-EV5 LUST Cleanup Site SWRCB Closed 604 Orange St Orange Plaza
Cleaners
Cleanup Program
Site
SWRCB Closed 450 Orange St
Redlands Shell LUST Cleanup Site SWRCB Closed 127 Redlands Blvd East
Conoco Phillips LUST Cleanup Site SWRCB Closed 201 Redlands Blvd East
Performance Auto LUST Cleanup Site SWRCB Closed 520 E. State St Arco #6052 LUST Cleanup Site SWRCB Closed 539 E. Redlands Blvd
Sources: DTSC, 2022; SWRCB 2022
4.8 HYDROLOGY AND WATER QUALITY
Watershed
The proposed Transit Villages Specific Plan (TVSP, or Specific Plan) area covers approximately 947 acres (approximately 1.5 square miles) and is generally bounded to the west by Kansas Street, Redlands Boulevard, Alabama Street, and Tennessee Street; to the north by the I-10, Colton Avenue, and Sylvan Boulevard; to the east by Judson Street; and to the south by Citrus Avenue, Central Avenue, Redlands Boulevard, Olive Avenue, Brookside Avenue, Ash Street, Pine Avenue, Tennessee Street, and State Street.
The TVSP area is located within the Santa Ana River Watershed. The watershed is located south and east of Los Angeles and includes much of Orange County, the northwestern corner of Riverside County, the southwestern corner of San Bernardino County, and a small portion of Los Angeles County. The watershed is Redlands Regular Meeting of 10-18-22 696 of 1815
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bounded on the south by the Santa Margarita watershed, on the east by the Salton Sea and Southern Mojave watersheds, and on the north and west by the Mojave and San Gabriel watersheds. Disputes over use of water led to the subdivision of the watershed into the Upper and Lower Santa Ana River Watersheds.
The TVSP area is in the Upper Santa Ana River Watershed.
The Upper Santa Ana River Watershed consists of many tributaries flowing to the Santa Ana River. These tributaries range from natural streams to concrete-lined channels. Many of the streams flow through heavily developed areas. The San Bernardino County Flood Control District (SBCFCD) operates and maintains many of the tributary systems that are deemed “regional” (750 cubic feet per second (cfs) or greater flow and/or 640 acres or greater of watershed as well as portions of the Santa Ana River). Smaller-scale control facilities are generally operated by local jurisdictions. This watershed is in an arid region and therefore has little natural perennial surface water. Surface waters start in the upper erosion zone of the watershed, primarily in the San Bernardino and San Gabriel mountains. This upper zone has the highest gradient and soils and geology that do not allow large quantities of percolation of surface water into the ground. A variety of downstream water storage reservoirs (Lake Perris, Lake Mathews, and Big Bear Lake) and flood control areas (Prado Dam area and Seven Oaks Dam area) have been created to hold surface water.
The Santa Ana River watershed is regulated by the Santa Ana RWQCB. The Santa Ana RWQCB manages a large watershed area, which includes most of San Bernardino County to the east and then southwest through northern Orange County to the Pacific Ocean. The Santa Ana RWQCB’s jurisdiction encompasses 2,800 square miles.
Groundwater Basin
The TVSP area is located in the Bunker Hill Subbasin of the Upper Santa Ana Groundwater Basin. The Bunker Hill Basin encompasses approximately 120 square miles of the Upper Santa Ana River watershed. It lies within San Bernardino County. The Bunker Hill Basin has approximately 5,976,000-acre feet of storage capacity and as of 1998, the total amount of water in storage in the Bunker Hill Subbasin was 5,890,300 acre feet. The Bunker Hill Subbasin contains several contamination plumes. The Redlands plume, located between Judson Street and Mountain Avenue in Redlands, is primarily composed of trichloroethylene (TCE), with lower levels of (tetrachloroethylene) PCE and dibromochloropropane (DBCP), and contaminates approximately 150,000 acre-ft of groundwater. The basin was adjudicated by the Western Judgment in 1969.
Water Quality
Water Quality Impairments: Section 303(d) of the federal CWA requires states to identify water bodies that are “impaired,” or those that do not meet water quality standards and are not supporting their beneficial uses. Total Maximum Daily Loads (TMDLs) are then designed to serve as pollution control plans for these specific pollutants.
The Santa Ana River Watershed drains to the Santa Ana River, extends approximately 100 miles beginning at the crest of the San Bernardino Mountains and ending at the coast near Huntington Beach. Tributaries of the Santa Ana River within the Upper Santa Ana River Watershed include Mill Creek, City Creek, Plunge Creek (a tributary of City Creek), Mission Zanja Creek (located upstream of San Timoteo Creek), San Timoteo Creek, East Twin Creek, Warm Creek, and Lytle Creek. The following tributaries have been placed on the 303(d) list for the identified impairments.
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Table 4-2: 303(d) Water Quality Impairments
Water Body Impairments
Big Bear Lake Mercury, Noxious Aquatic Plants, Nutrients, PCBs Grout Creek Nutrients
Knickerbocker Creek Pathogens
Lytle Creek Pathogens
Mill Creek, Reach 1 Pathogens
Mill Creek, Reach 2 Pathogens
Mountain Home Creek Pathogens
Mountain Home Creek, East Fork Pathogens
Rathbone (Rathbun) Creek Cadmium, Copper, Nutrients, Sediment/ Siltation Santa Ana River, Reach 6 Cadmium, Copper, Lead
Santa Ana River, Reach 4 Pathogens
Santa Ana River, Reach 3 Copper (wet weather only), Lead, Pathogens Summit Creek Nutrients
Two TMDLs have been adopted to address the above impairments in the Upper SAR: TMDLs for Bacterial Indicators in the Middle Santa Ana River Watershed (February 3, 2005), which addresses pathogens in the Santa Ana River, Reach 3, and Nutrient TMDL for Dry Hydrological Conditions for Big Bear Lake (April 21, 2006), which addresses nutrients in Big Bear Lake.
The City of Redlands has adopted the EPA’s National Pollutant Discharge Elimination System (NPDES) regulations, which aims to reduce pollutants in urban runoff and stormwater flows. The Santa Ana RWQCB issued the County a Municipal Separate Storm Sewer System (MS4) Permit (Order No. R8-2010-0036), which establishes pollution prevention requirements for planned developments. The County participates in an Area-wide Urban Stormwater Runoff Management Program to comply with the MS4 Permit requirements.
Runoff from the development upland site is managed and regulated under the NDPES MS4 Permit and associated Storm Water Management Program.
Groundwater Supply
The Redlands Planning Area domestic water sources consist of both surface (about 50 percent of total supply) and groundwater (about 50 percent of total supply). The City of Redlands uses 15 wells that pump directly into the system or into reservoirs. Because of contamination, the City has wells that are not used for domestic purposes and are instead used for irrigation. It is anticipated that the contaminant levels will not decrease for many years due to the slow movement of water through the basin. Groundwater from the Bunker Hill Subbasin provides approximately half of Redland’s water supply (13,601 acre-feet [AF] in 2020). A small portion (1,531 AF in 2020) of groundwater is also pumped from the Yucaipa Subbasin. The remaining supply comes from the Santa Ana River, Mill Creek, and the State Water Project (SWP). The basin was adjudicated by the Western Judgment in 1969 to regulate the amount of groundwater that can be pumped from the basin. Western Judgment allocated the Non-Plaintiffs’ (agencies within San Bernardino County including Redlands) rights 167,238 acre-feet per year (AFY), which equates to 72.05 percent of the safe yield. San Bernardino agencies are allowed to extract more than 167,238 AFY from the SBB, as long as they import and recharge a like amount of supplemental water into the basin. The Western-San Bernardino Redlands Regular Meeting of 10-18-22 698 of 1815
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Watermaster provides an annual accounting of both the plaintiff and non-plaintiff extractions and a comparison to the safe yield. The Judgment requires the non-plaintiffs to provide replenishment water whenever the cumulative extractions exceed the cumulative safe yield.
Storm Drainage Facilities
The TVSP area is approximately 947 acres of land that is divided into three planning areas referred to as transit villages, which generally circle each new Arrow station, as shown on Figure 3-4. As shown in Figure 3-3, the TVSP area is developed and urbanized. The existing topography of the TVSP area is relatively flat and, according to the City of Redlands Drainage Master Plan, the area generally drains from the east to the west via the existing storm drain system.
Soil Infiltration
Recharge to the Bunker Hill Subbasin historically has resulted from infiltration of runoff from the San Gabriel and San Bernardino Mountains. The Santa Ana River, Mill Creek, and Lytle Creek contribute more than 60 percent of the total recharge to the groundwater system. The subbasin is also replenished by deep percolation of water from precipitation and resulting runoff, percolation from delivered water, and water spread in streambeds and spreading grounds. The TVSP area is approximately 1.5 miles south of the Santa Ana River and site soils primarily consist of Ramona Sandy Loam, Tujunga Loamy Sand, and Hanford Coarse Sandy Loam. These soils are generally well draining and support stormwater infiltration.
Flood Zone, Tsunami, Seiche
The Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRM) for the TVSP area (06071C8716H and 06071C8712H) shows that the southern portion of the TVSP area is located within “Zone X,” which is an area of minimal flood hazard potential outside of the 0.2 percent annual chance flood.
The northern portion of the TVSP area is within “Zone AO”, an area of 1 percent annual flood with flood depth of 1 to 3 feet (usually areas of ponding) where Base Flood Elevations have been determined.
A tsunami is a series of ocean waves caused by a sudden displacement of the ocean floor, most often due to earthquakes. The TVSP area is over 50 miles from the Pacific Ocean, and outside of the Tsunami Hazard Zone identified by the California Department of Conservation Tsunami Hazard Area Map.
A seiche is a surface wave created when a body of water is shaken, usually by earthquake activity. Seiches are of concern relative to water storage facilities because inundation from a seiche can occur if the wave overflows a containment wall, such as the wall of a reservoir, water storage tank, dam, or other artificial body of water. There are no water bodies in the vicinity of the TVSP area, and no existing risks related to seiche flood hazards exist on or near the site.
4.9 LAND USE AND PLANNING
The City of Redlands General Plan 2035 (GP2035) designates the TVSP area with a mix of land uses including: Medium Density Residential (up to 15 dwelling units per acre), High Density Residential (up to 27 dwelling units per acre), Office, Commercial, Commercial/Industrial, Industrial, Public/Institutional, and Parks.
Most of the New York Street/Esri Transit Village area consists of non-residential land use designations except for the multi-family residential area in the southern portion of the village. The Downtown Transit Village area is also primarily non-residential, with multi-family allowed along the eastern edge. Land use designations in the University Street Transit Village are primarily medium and high density residential, except the institutional designations associated with the University of Redlands campus to the north of the station site. The General Redlands Regular Meeting of 10-18-22 699 of 1815
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Plan Transit Villages Overlay provides for residential/mixed uses within a half-mile of each station (see Figure 3-5, General Plan Land Use Designation).
The GP2035 Livable Community Element includes a Transit Villages section that provides for the Transit Villages Overlay Zone (TVOZ), which applies to areas within a half-mile radius of the five rail stations that were anticipated in the GP2035, which includes the three new Arrow stations (see Figure 3-6, General Plan Transit Villages).
Existing residential zoning within the TVSP area is primarily Multi-Family Residential (R-2 and R-3); however, there are two small areas with existing single-family zoning. The parcels on 11th Street between the I-10 and Colton Avenue in the Downtown Transit Village are zoned Single-Family Residential (R-1) and the parcels in the University Street Transit Villages bounded by the I-10, East Cypress Avenue, and East Citrus Avenue are zoned Suburban Residential (R-S). See Figure 3-7, Existing Zoning Districts.
Non-residential zoning in the TVSP area include Industrial (I-P), Light Industrial (M-1), Planned Industrial (MP), Administrative and Professional Office (A-P), Neighborhood Stores (C-1), General Commercial (C-3), Highway Commercial (C-4), Commercial (C-M), Educational (E), Transitional (T), Open Land (O), Floodplain (FP), East Valley-General Commercial (EV/CG), and East Valley-Public Institutional (EV/PI).
The Downtown Specific Plan (Specific Plan No. 45), which is located within the proposed Downtown Village, governs the parcels in the downtown area, which is divided into Town Center, Town Center-Historic District, and Service-Commercial District.
The Project area is surrounded by a variety of GP2035 land use designations and zones including industrial, institutional, agricultural, commercial, and single- and multi-family residential as described below. Views of the surrounding GP2035 land use designations can also be seen on Figure 3-5, and views of the surrounding zoning can be seen on Figure 3-7, Existing Zoning Districts.
North: Uses to the north include transitional, commercial, multi-family residential, University of Redlands, and single-family residential.
South: Uses to the south include multi-family residential, University of Redlands, industrial, open space, and administrative buildings.
West: Uses to the west of the Project site include industrial and commercial buildings.
East: Uses to the east primarily consist of single-family residences.
4.10 NOISE
Sensitive Receptors
Noise sensitive receptors are generally defined as locations where people reside or where the presence of unwanted sound could otherwise adversely affect the use of the land. Noise-sensitive land uses are generally considered to include: residences, schools, hospitals, and recreation areas. Sensitive receptors are located throughout the TVSP area.
Existing Noise Levels
To assess the existing noise levels, 24-hour noise level measurements were taken at 10 locations near sensitive receivers in the vicinity of the TVSP area as shown in Figure 5.10-1. The field survey noted that noise within the TVSP area is generally characterized by vehicle traffic on area roadways and operation of the rail line and transit stations. A description of these locations and the existing noise levels are provided in Table 4-3.
As shown, ambient noise levels range from 62.9 to 73.4 CNEL throughout the TVSP area.
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Table 4-3: Existing Ambient Noise Measurement Results
Location
TVSP
Land
Use
Description
Energy Average
Noise Level
(dBA Leq) CNEL
Daytime Nighttime
L1 Village
General (VG)
Located southwest of the New York
Street/ESRI Station north of Redlands
Boulevard.
69.6 63.6 72.0
L2 Village
Center (VC) Located near Historic Redlands Train Station at 383-389 Orange Street. 69.9 63.1 71.7 L3 Special
District 1 (SD1)
Located west of the University Street Station
north Park Avenue near Frederick Loewe
Theatre.
57.1 57.6 64.4
L4 Village
General (VG)
Located north of Colton Avenue in the Tri
City Shopping Center south of the CVS
Pharmacy.
66.4 62.0 69.7
L5 Civic
Space (CS)
Located northwest of the University Street
Station near Sylvan Park at 601 North
University Street.
64.6 64.0 70.7
L6 Downtown (DT) Located north of East Vine Street and south of East Citrus Avenue. 57.6 56.0 62.9
L7 Village
Corridor (COR) Located near the single-family residence at 1154 Orange Street. 70.2 65.5 73.4 L8 Neighborhood
General 2 (NG2) Located near the single-family residence at 410 East Stuart Street. 63.1 59.3 66.9 L9 Neighborhood
General 1 (NG1) Located near the single-family residence at 801 Stillman Avenue. 65.1 59.2 67.5 L10 Special
District 1 (SD1)
Located south of the ESRI campus near the
Redlands Adventist Academy at 130
Tennessee Street.
64.4 55.3 65.0
Source: Noise Study, 2022. Appendix G.
San Bernardino International Airport
The San Bernardino International Airport is located approximately 2.4 miles northwest of the TVSP area, which is within the Airport Influence Area. The latest aircraft noise contour boundaries for the airport were published as part of the Eastgate Air Cargo Facility Final Environmental Assessment. The TVSP area is located outside of the airport’s 60 dBA CNEL noise level contours in 2024 and is considered normally acceptable by the General Plan Community Noise and Land Use Compatibility guidelines.
4.11 POPULATION AND HOUSING
Population
The California Department of Finance (DOF) estimates that the City of Redlands population is 71,154, representing approximately 3.3 percent of the County’s total population. SCAG estimates that the City will have a population increase of 13.6 percent between 2021 and 2045, and the County will have population growth rate of over 29 percent over the same period. Table 4-4 provides population figures for the City of Redlands and the County in 2021, and SCAG projections for year 2045.
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Table 4-4: Population Estimates and Projections, 2021–2045 20211
20452
Projection
2021-2045
Change
City of Redlands 71,154 80,800 13.6%
San Bernardino County 2,175,909 2,815,000 29.4% 1 California Department of Finance, E-5 Population and Housing Estimates for Cities, Counties, and the State, 2021. 2 SCAG 2045 Growth Forecasts.
Housing and Households
The DOF estimates that there were 27,214 housing units in Redlands in 2021, which is 3.7 percent of the County total. The City’s housing stock is 64 percent single-family residential and is estimated to be 93.4 percent occupied. The DOF estimated persons per household is 2.71.
Table 4-5: City of Redlands Existing Housing Stock, 2021 Residence Type Number Percentage
Single-Family Detached 17,451 64.1%
Single-Family Attached 1,202 4.4%
Two to Four Units 3,144 11.6%
Five Plus 4,331 15.9%
Mobile Homes 1,086 4.0%
Total 27,214 100%
Occupied 25,405 93.4%
Vacancy 1,809 6.6%
California Department of Finance, E-5 Population and Housing Estimates for Cities, Counties, and the State, 2021.
According to SCAG’s 2020-2045 RTP/SCS, the City of Redlands is projected to add approximately 5,395 households by 2045. This averages approximately 225 new households annually through 2045.
Table 4-6: SCAG Household Projections, 2021–2045
20211
Households
20452
Households
2021-2045
Increase
City of Redlands 25,405 30,800 21.2%
San Bernardino County 649,259 875,000 34.8% 1 California Department of Finance, E-5 Population and Housing Estimates for Cities, Counties, and the State, 2021. 2 SCAG 2045 Growth Forecasts.
Employment
According to SCAG’s 2020-2045 RTP/SCS, the number of jobs within the City is projected to increase from 42,600 jobs in 2016 to 56,300 jobs in 2045. This represents an increase of over 32 percent, and an average of 472 jobs annually through the year 2045.
Table 4-7: SCAG Projected Employment Trends 2016-2045
2016 2045
2016 – 2045
Increase
City of Redlands 42,600 56,300 13,700
(32.2%)
San Bernardino County 791,000 1,064,000 273,000
(34.5%)
Source: SCAG 2045 Growth Forecasts.
I I I I
I I I I
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In addition, the 2020 Census estimates that 63 percent of the City’s residents that are over 16 years of age are in the labor force and have an average 26.9-minute commute. This is similar to San Bernardino County as a whole, where 60.3 percent of residents over 16 years old are in the labor force and the average commute time was 31.6 minutes.
Jobs – Housing Balance
SCAG considers an area balanced when the jobs-housing ratio is 1.36; communities with more than 1.36 jobs per dwelling unit are considered jobs-rich; those with fewer than 1.36 are “housing rich,” meaning that more housing is provided than employment opportunities in the area (SCAG 2004).
As described above, the City currently has approximately 25,405 households and approximately 34,900 jobs (2022 State of California Employment Development Department Labor Force data), which results in a jobs-to-housing ratio of 1.37 jobs per household. SCAG projects a jobs-to-housing ratio of 1.83 in 2045, which indicates that employees would be commuting into the City for employment, and that additional housing would improve the jobs to housing balance within the City. The City is projected to have a higher percentage of jobs to households in comparison to the County, which is projected to have a jobs to housing ratio of 1.22 in 2045. Table 4-8 provides the existing and projected jobs-to-housing ratios for the City and the County.
Table 4-8: Existing and Projected Jobs - Housing Balance in the City and County Year Employment Households Jobs-Housing
Ratio
City of Redlands 20221 34,900 25,405 1.37
2045 56,300 30,800 1.83
San Bernardino
County
20221 940,800 649,245 1.45
2045 1,064,000 875,000 1.22
Sources:1Employment Development Department, 2022.
SCAG 2020
4.12 PUBLIC SERVICES
Redlands Fire Department
The Redlands Fire Department (City Fire) would serve the TVSP area. City Fire provides fire suppression, emergency medical services (paramedic and non-paramedic), ambulance services, hazardous materials (HAZMAT) response, arson investigation, technical rescue, winter rescue operations, hazard abatement, and terrorism and weapons of mass destruction. The Fire Department provides services including fire prevention and suppression, emergency medical services, technical rescue, and hazardous materials response.
The Fire Department consists of approximately 52 total sworn personnel, (including 44 firefighter/paramedics and 16 firefighter/EMTs) and covers an area of 37 square miles. Each year, Redlands averages 264 fires, including 64 vegetation fires, 53 structure fires, 47 vehicle fires, and 100 miscellaneous fires.
Redlands Police Department
Public safety services in the City, including the TVSP area, are provided by the Redlands Police Department (RPD). RPD’s main police station is located at 1270 West Park Avenue within the boundaries of the New York Street/Esri Transit Village. The main police station is located at 1270 West Park Avenue, with four other divisions located citywide. The Police Department personnel is made up of approximately 100 Redlands Regular Meeting of 10-18-22 703 of 1815
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volunteers, 80 sworn officers and 58 full and part-time civilians, resulting in a service level of 1.12 officers per 1,000 residents. In 2020, the Department had an average response time of 9.08 minutes for Priority one police service calls and a service ratio of 1.1 officers per 1,000 residents. Although there are no industry standards for response time to emergency calls, according to the Redlands Police Department, a response time of 4.5 minutes is desirable in a city of this size. RPD maintains other locations in the City where it houses other divisions.
Park Services
Existing parks within the City include four pocket parks (1.8 acres), eight neighborhood parks (76.8 acres), six community parks (143.2 acres), and three other parks (202.4 acres) for a total of approximately 424.2 acres (GP2035 EIR, Table 3.13-1). At the estimated 2019 population of 71,513 residents, the ratio of existing parkland acres per 1,000 residents is 5.9, which exceeds the GP2035’s parkland/recreational space standard of 5.0 acres per 1,000 residents consistent with state law (Quimby Act). There are several parks within the TVSP area that provide open space and recreational opportunities to surrounding residents, workers, and visitors.
Other Public Services
Other governmental services include the City’s library system. The A. K. Smiley Public Library, established in 1894, is a 34,000-square-foot facility located at 125 West Vine Street. In addition to its diverse collection of resource materials, the library system offers services and programs for all ages, including an adult literacy program. It also houses a museum, and the Lincoln Memorial Shrine. At the time the GP2035 was drafted, the library was in need of additional storage space for the museums, and plans were underway for an adjunct building at 700 Brookside Avenue (formerly the Redlands Daily Facts building) for the Redlands Historical Museum (GP2035 EIR, p. 3.13-13).
4.13 RECREATION
Regional
The San Bernardino County Regional Parks Department manages and maintains nine Regional Parks throughout San Bernardino County totaling approximately 9,200 acres. Each park offers diverse outdoor recreation opportunities in settings that range from metro, mountain, and desert scenery. Regional County recreational facilities near the TVSP area include the Santa Ana River Trail and Parkway which is approximately 6.9 miles from the Project site and the Yucaipa regional park which is approximately 10 miles from the Project site.
Local
Existing parks within the City include four pocket parks (1.8 acres), eight neighborhood parks (76.8 acres), six community parks (143.2 acres), and three other parks (202.4 acres) for a total of approximately 424.2 acres (GP2035 EIR, Table 3.13-1). At the estimated 2019 population of 71,513 residents, the ratio of existing parkland acres per 1,000 residents is 5.9, which exceeds the GP2035’s parkland/recreational space standard of 5.0 acres per 1,000 residents consistent with state law (Quimby Act). There are several parks within the TVSP area that provide open space and recreational opportunities to surrounding residents, workers, and visitors. Table 4-9, Existing Parks within the TVSP Area, shows the existing parks within the TVSP area as well as additional park information.
Table 4-9: Existing Parks within the TVSP Area
Park Type Park Name Location (in Redlands) Park Size Park Details Pocket Park Ed Hales Park 101 E. State St. 0.7 acre Picnic facilities in the downtown central business district
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Park Type Park Name Location (in Redlands) Park Size Park Details Neighborhood Park
Smiley Park
(Portion) 126 E. Eureka St.
9.2 acres
(Only a portion
located within
TVSP area)
Located at the Redlands Civic Center,
this park is home to A. K. Smiley Public
Library, the Lincoln Memorial Shrine, and
the Redlands Bowl
Jennie Davis Park 923 W. Redlands Blvd. 5.2 acres
Playground facilities and location of the
annual Veteran’s Day Parade and
Celebration
Community Park Sylvan Park
University St. between
Colton Ave. and Park
Ave.
23.3 acres
Open grassy areas, rose garden, picnic
areas, a playground, a
stage/bandstand area, a skate park, a
baseball/softball field, horseshoe pits,
bag toss, lawn bowling, and trails.
Other Park Terrace Park
Between N. Sixth St.
and Church St. on
Colton Ave.
2.4 acres
Linear park featuring landscaped treelined walkway with benches and drinking fountain
Source: City of Redlands, Facilities & Community Services Department
4.14 TRANSPORTATION
Table 4-10, Existing Major Roadway Characteristics within TVSP Area, shows the roadway characteristics that are observed within the TVSP area.
Table 4-10: Existing Major Roadway Characteristics within TVSP area Roadway Classification Number of Lanes Bike Lane?
Redlands Boulevard
(E/W)
Boulevard (between
Alabama Street and
E Citrus Avenue),
Major Arterial
elsewhere
4-Lane Divided w/Concrete median,
except between Center Street and
1st Street
No
Orange Street
(N/S)
Boulevard (between
Redlands Boulevard
and Union Avenue),
Minor Arterial
elsewhere
4-Lane Divided w/Painted median No
Cajon Street (N/S) Minor Arterial 2-Lane Divided w/Painted median Class II Colton Avenue
(E/W)
Boulevard (between
Redlands Boulevard
and 6th Street)
2-Lane Divided w/Painted median Class III between Orange Street and Church Street
Brookside Avenue
(E/W) Major Arterial 2-Lane Divided w/Concrete median Class II Citrus Avenue
(E/W)
Major Arterial west
of Orange Street,
Minor Arterial East of
Orange Street
4-Lane Divided w/Concrete median
between Eureka Street and Orange
Street, 2-Lane Divided w/Painted
median elsewhere
Class III west of Redlands
Boulevard, Class II east of
Redlands Boulevard
University Street
(N/S)
Boulevard between I10 and Colton
Avenue, Minor
Arterial south of I-10
and between Colton
Avenue and Lugonia
4-Lane Divided w/Painted median None
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Roadway Classification Number of Lanes Bike Lane?
Avenue, Collector
north of Lugonia
Avenue
Tennessee Street
(N/S) Minor Arterial 4-Lane Divided w/Painted median Class III south of State Street Olive Avenue
(E/W) Collector 2-Lane Divided w/Painted median Class II Existing Transit Service
The TVSP area is served by bus service via Omnitrans, which serves the San Bernardino Valley. Omnitrans Route 8 connects San Bernardino and Yucaipa via Loma Linda, Redlands, and Mentone, including the TVSP area, with buses running every 60 minutes Monday through Sunday, and has stops along Redlands Boulevard and Lugonia Avenue. Omnitrans Route 15 serves the cities of Fontana and Redlands (including the TVSP area) via San Bernardino and Rialto, with buses running every 60 minutes Monday through Sunday, and has stops along Orange Street, Redlands Boulevard, and Eureka Street. Omnitrans Route 19 provides service between Fontana, the San Bernardino Transit Center, and Yucaipa. Route 19 has stops at the Redlands Mall and has buses running every 60 minutes, Monday through Sunday.
Furthermore, the San Bernardino County Transportation Authority’s newly built Arrow line connects the City of Redlands to the City of San Bernardino and provides further direct rail trips once a day to the City of Los Angeles. The Arrow line has three stops located at the center of each proposed Transit Village:
• New York/Esri Station: located north of the intersection of Redlands Boulevard and New York Street across from the Esri campus
• Downtown Station: located at the historic Redlands Santa Fe Depo, between Eureka Street and Orange Street
• University Station: located at the University of Redlands at the south end of campus near North University Street
Starting in 2022, during morning and afternoon peak commute hours, trains operate every 30 minutes.
During non-commute or off-peak hours, trains operate every 60 minutes. Weekday and weekend service is planned to start at 5 a.m. and run until 10 p.m. In addition to standard passenger rail service, the Metrolink Express train will be extended to serve the Redlands – Downtown Station with limited stop service to and from Los Angeles during peak commute hours.
Existing Bicycle and Pedestrian Facilities
As shown on Table 5.14-1, above, in the TVSP area, Brookside Avenue, Citrus Avenue, Cajon Street, Olive Street, and Colton Avenue, contain bicycle lanes. Furthermore, a Class I bicycle lane currently exists west of Center Street and east of Grove Street within the TVSP area.
Generally, throughout the TVSP area, sidewalks are provided on both sides of the street. University Street currently lacks sidewalks on some segments near the I-10 and Redlands Boulevard currently lacks sidewalks on some segments. Additionally, a multi-use trail, the Orange Blossom Trail, transverses the TVSP area east of Center Street and west of Grove Street. Other multi-use trails exist on Church Street and a portion of Colton Avenue between 6th Street and Church Street.
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4.15 TRIBAL CULTURAL RESOURCES
The TVSP area is within a region where the traditional use territories of the Serrano, Cahuilla, and Gabrielino meet. These three cultural groups spoke languages belonging to the Takic branch of the Shoshonean family, a part of the larger Uto-Aztecan language stock.
Serrano
The Serrano people once occupied the Mountain, North Desert, and East Desert Regions of present-day San Bernardino County. Mainly due to the inland territory that the Serrano occupied beyond Cajon Pass, contact between Serrano and Europeans was minimal. As early as 1790, some Serrano people were drawn into mission life. After a failed attack of the Mission San Gabriel in 1811, some Serrano people relocated to Morongo with the Cahuilla tribe. Others followed the Serrano leader Santos Manuel toward the San Bernardino County valley floors and eventually settled to become the San Manuel Band of Mission Indians Reservation.
Cahuilla
The eastern portion of the Valley Region, the southeastern part of the Mountain Region, and the southern portion of the East Desert Region of San Bernardino County were once home to the Cahuilla people. It is thought that the Cahuilla migrated to southern California approximately 2,000 to 3,000 years ago with related sociolinguistic groups, most likely from the southern Sierra Nevada Mountain ranges. The Cahuilla settled in a territory that extended from the present-day city of Riverside to the central portion of the Salton Sea in the Colorado Desert, and from the San Jacinto Valley to the San Bernardino Mountains.
Gabrielino
The Gabrielino historically occupied the southwestern portion of San Bernardino County, including the Valley Region. The name Gabrielino denotes the people who were under the control of the Spanish from Mission San Gabriel, which included people from the Gabrielino proper as well as other social groups. Many contemporary Gabrielino identify themselves as descendants of the indigenous people living across the plains of the Los Angeles Basin and use the native term Tongva. Historic-era Tongva settlements in the San Bernardino Valley were primarily located at the base of the foothills and along perennial watercourses.
Tribal Cultural Resources
Two prehistoric archaeological resource sites are located within the TVSP area. Furthermore, the Mill Creek Zanja transverses the proposed TVSP area. The historic feature was designated a California Historical Landmark No. 43 in 1932 and placed on the National Register of Historic Places in 1977. The Mill Creek Zanja was built in 1819 to convey water from Mentone to the Assistencia de Mission San Gabriel. Today, it carries drainage water and storm runoff. It is the oldest continuously operating irrigation canal in California, and the oldest civil engineering project in Southern California. It runs through University Street and New York Street.
Through a study for the Passenger Rail Project by ICF International in 2014, a segment of the Mill Creek Zanja was found ineligible for the NR. The portion of the Mill Creek Zanja that is located west of Division Street to the southwest and terminates west of the concrete channel at Ninth Street. This portion is no longer eligible for listing in the NR due to its loss of historic integrity (ICF International 2014). The segment mentioned above does not resemble the Mill Creek Zanja segment to the east which was described in the 1976 Nomination Form and appears it was excluded from the 1976 nomination because of its lack of resemblance (ICF International 2014). In August 2014, SHPO concurred with the determination of National Register Redlands Regular Meeting of 10-18-22 707 of 1815
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eligibility and Section 106 finding of effect regarding the evaluated segment of the Mill Creek Zanja (MCC 2022)
4.16 UTILITIES
Water
The TVSP area is located within the water service area of the City of Redlands Municipal Utilities and Engineering Department (MUED), which provides retail water service to the majority of the City of Redlands, a portion of the City of Loma Linda, and unincorporated areas of the Donut Hole, Mentone, and most of Crafton.
WVWD participates in the Upper Santa Ana River Watershed Integrated Regional Urban Water Management Plan. This Urban Water Management Plan (UWMP) is a tool that provides a summary of anticipated supplies and demands for the years 2020 to 2045 within the Valley Region of San Bernardino County, including various incorporated cities such as the City of Redlands.
Water Supply and Demand- MUED
The MUED utilizes four primary sources for drinking water supply: groundwater, surface water, imported water, and recycled water. The MUED’s water supply is a combination of groundwater from the Bunker Hill Subbasin; groundwater from the Yucaipa Subbasin; surface water from the Santa Ana River; surface water from Mill Creek; imported water from the State Water Project (SWP) Water; and recycled water. As shown on Table 4-11, in 2020 the MUED obtained the majority of its water supply from the Bunker Hill Subbasin.
Table 4-11: MUED Water Supply 2020
Water Supply Source Water Quality Volume (acrefeet)Percentage Groundwater Bunker Hill Drinking Water 12,088 43%
Groundwater Bunker Hill Non-Potable 1,531 5.4%
Groundwater Yucaipa Non-Potable 297 1.1%
Surface Water Santa Ana River Drinking Water 5,796 20.6% Surface Water Mill Creek Drinking Water 6,045 21.5%
Purchased or
Imported Water
SWP-Direct
Deliveries
Drinking Water 535 1.9%
Recycled Recycled WaterDirectRecycled Water 1,806 6.5% Total 28,098 100%
Source: 2020 UWMP.
As shown in Table 4-12, the 2020 UWMP estimates that water supplies in the future are anticipated to be obtained through a similar mix of surface water, groundwater, and purchased or imported water. The 2020 UWMP anticipates that the MUED’s water supply will increase from 31,039 AF in 2025 to 35,544 AF in 2045 (increase of 4,505 AFY) to meet MUED’s anticipated growth in water demands.
Table 4-12: MUED Projected Water Supply (AF)
Water Supply Source 2025 2030 2035 2040 2045 2045
Percentage
Groundwater Bunker Hill 12,973 13,922 14,861 15,677 16,484 46.4% Groundwater Bunker Hill 3,766 4,015 4,275 4,513 4,760 13.4% Groundwater Yucaipa 1,000 1,000 1,000 1,000 1,000 2.8%
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Surface Water Santa Ana River 5,000 5,000 5,000 5,000 5,000 14.1% Surface Water Mill Creek 5,500 5,500 5,500 5,500 5,500 15.5% Purchased or
Imported Water
SWP-Direct
Deliveries
700 700 700 700 700 1.9%
Recycled Recycled WaterDirect2,100 2,100 2,100 2,100 2,100 5.9% Total 31,039 32,238 33,436 34,490 35,544 100%
Source: 2020 UWMP.
The 2045 projections anticipate that 62.6 percent of supply would be from the groundwater sources, 29.6 percent from surface water, 1.9 percent from imported/purchased sources, and 5.9 percent from recycled water. The UWMP also describes that there has been a historical trend associated with drier years and an increase in water use among agencies. Conservation efforts have proven to be effective in decreasing water use in dry years. Additionally, according to the UWMP, MUED has adequate supplies to serve 100 percent of its customers during normal, dry year, and multiple dry year demand through 2045 with projected population increases and accompanying increases in water demand (UWMP 2020).
Groundwater: Redlands MUED extracts groundwater from the Bunker Hill Subbasin (also known as San Bernardino Basin or SBB) and Yucaipa Subbasin. Extractions from both basins include potable and nonpotable water. In 2020, Redlands MUED extracted 13,619 AF of groundwater from the Bunker Hill Subbasin and 297 AF from the Yucaipa Subbasin. The City of Redlands uses 15 wells that pump directly into the system or into reservoirs (UWMP 2020).
Purchased or Imported Water: Imported water from the SWP is available for the MUED to purchase from Valley District when needed. The MUED has purchased supplemental SWP water only in years when surface water flows have not been able to meet demands and on occasion when surface water supplies are turbid and require blending or for other operational purposes. The MUED contributes to regional efforts to recharge the Bunker Hill groundwater basin with SWP water and local surface water in wet years when available so that storage is available for use in dry years when other supplies may be limited (UWMP 2020).
Surface Water: The MUED receives water from the Mill Creek watershed and the Santa Ana River watershed.
Water from the Mill Creek watershed is treated at Henry Tate Surface Water Treatment Plant. Water from the Santa Ana River watershed is treated at the Horace P. Hinckley Surface Water Treatment Plant. The MUED has ownership in a variety of private and mutual water companies to supply water to the City’s Tate and Hinckley Surface Water Treatment Plants (UWMP 2020).
Recycled Water: The City’s Wastewater Treatment Plant has the capability of treating 7.2 million gallons per day (mgd) of wastewater to a Title 22 Recycled Water level. The City’s recycled water customers include Southern California Edison, a landfill, and recycled/non-potable water customers in the 1350 pressure zone.
Southern California Edison uses recycled water for its Mountain View Power Plant and recycled water customers use recycled water for irrigation.
Water Infrastructure
The City’s water treatment plants include the Henry Tate Water Treatment Plant and the Horace Hinckley Surface Water Treatment Plant. The Henry Tate Water Treatment Plant is a conventional water treatment plant built in 1967. The design capacity of the Tate plant is 20 million gallons per day (mgd). The City added enhancements to the Tate WTP to provide more water supply reliability by allowing State Water Project water to be mixed with Mill Creek water for treatment. The Horace Hinckley Surface Water Treatment Plant started operation in 1987 and has a permitted capacity of 14.5 mgd. The 10-year average flow (up to and including 2016) is 6,363 AF at the Henry Tate Plant, and 6,697 AF at the Horace Hinckley Redlands Regular Meeting of 10-18-22 709 of 1815
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Plant. The TVSP area contains a network of water lines from 1 to 36-inches in diameter, which operate within capacity for existing development within the TVSP area. The City of Redlands maintains approximately 400 miles of pipeline with over 21,500 metered connections that serve potable water (MUED 2022).
Water Use in TVSP Area
Within the TVSP area, there are currently 2,318 multi-family dwelling units, approximately 6.5 million square feet of commercial (or non-residential) uses, and 5.7 million square feet of landscaped areas. Currently, residential uses comprise approximately 40 percent of the water demand in the TVSP area, commercial/nonresidential uses comprise approximately 27 percent of the water demand, and landscaping irrigation comprises approximately 33 percent of the water demand. The TVSP area currently has an annual water usage of approximately 1,357 AF (WSA 2022).
Wastewater
Sewer service in the TVSP area is provided by the City of Redlands. The City’s Wastewater Treatment Plant is located on the south side of the Santa Ana River Wash at Nevada Street. The City’s Wastewater Treatment Plant has a secondary treatment capacity of 9.5 mgd and a tertiary treatment capacity of 7.2 mgd. As of 2021, average flow to the City’s Wastewater Treatment Plant was approximately 5.8 mgd (MUED 2021).