DOWNTOWN RIVERSIDE
STATION AREA TOD
ACTION PLAN
06/09/2026
1 Project Acknowledgements
06/09/2026
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This Project is funded and managed by the Southern California Association of Governments (SCAG) with Regional Early Action Program 2.0 grant funding from the State of California Department of Housing and Community Development.
CONTENTS
1. Purpose, Goals and Context
2. Case Studies
3. TOD Framework and Development Concept
4. Phasing and Economic Feasibility
5. Implementation Actions
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Purpose, Goals
& Context
Project Goals and Purpose
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• Regional Early Action Planning grant funded
project to accelerate housing production.
• Action Plan lays the groundwork for housing
production that is rooted in feasibility.
• Explore what TOD means for this station, test
integration of residential – height, density, and
mobility options for the area.
What is TOD?
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Transit Oriented Development (TOD) – an
integrated, compacted, community near
transit where people enjoy easy access to jobs
and services coupled with housing.
Transit could be bus, rail, streetcar or other
means of public transportation.
What is this Study?
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This Study…
• Informs land use decisions for the General Plan Update. • Provides an actionable list of steps for decision makers and staff to implement – identifying near-term, mid-term and long-term actions. • Lays the groundwork for expanded housing opportunities in the City of Riverside.
This Study Does Not…
• Approve or authorize construction of a specific project. • Rezone properties within the project area. Implementation of the Action Plan may update zoning and the Specific Plan in the future.
Planning Area Site Context
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• The study area is focused around the
Downtown Riverside Metrolink Station. The
station was built in the early 1990s.
• The Downtown Station is located adjacent
to Downtown Riverside, the 91 freeway, and
serves 3 Metrolink Lines including:
91/Perris Valley
Inland Empire-Orange County
Riverside
• The area is also home to the Riverside
Transit Authority’s Vine Street Mobility Hub,
completed in 2024.
Planning Area Site Context
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• The Riverside Downtown Station Area is
located within the Marketplace Specific
Plan boundary.
• This study focuses on the potential for
housing within this area.
• The focused area intentionally excludes
residentially zoned parcels since the purpose
of the grant is to expand housing
opportunities for the city.
• Total approximate study area acres: 85
Prior Planning Efforts and Studies
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• Riverside Marketplace Specific Plan & Draft Environmental Impact Report (1991)
• Transit Oriented Development Marketplace Study by Urban Land Institute (ULI) (2009)
• Draft Marketplace Specific Plan Update (2012 – never adopted) • SCAG Riverside HQTA Vision Plan (2019)
• RCTC Riverside-Downtown Station Improvements Draft
Environmental Impact Report (2021 – not implemented)
• RCTC Transit Oriented Communities Strategic Plan Corridor Plan (2024)
• RCTC Transit Oriented Communities Strategic Plan Station Plan - Riverside - Downtown (2024)
• Housing Implementation Strategies Memorandum for the
Downtown Metrolink Station (2024)
Exhibit from RCTC TOC Strategic Plan, 2024
Key Takeaways from Prior Planning Efforts and
Studies
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• Set Expectations for Feasible Development: Earlier plans restricted housing near the station, and later plans overestimated the market and lacked feasible implementation strategies. Several of the studies envisioned high-density (e.g., 15-story towers) which exceed market demand. Identify opportunity sites for potential catalyst projects, opportunity sites and development capacity through this study.
• Secure Funding & Strengthen Partnerships: Increase collaboration between public agencies, private developers, and local community organizations to align resources and secure necessary funding for improvements – partners could include - but are not limited to – RTA, RCTC, WRCOG, area businesses, non-profits, Chamber of Commerce, property owners and developers. • Update Regulatory Framework: Update or replace the Marketplace Specific Plan to align with current and near economic market conditions, add flexibility for the future, streamline affordable housing development, and establish design standards.
• Implement Near-term Improvements: Focus on feasible active transportation and placemaking projects along key corridors like Commerce Street and Vine Street.
Downtown Station Area
Stakeholder Interviews
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Stakeholder engagement was an important part of the Downtown Metrolink Station Area TOD Action Plan. The project team spoke to property owners, developers, agencies, and various city departments and leaders with interests in the station area. Key takeaways from the stakeholder interviews include… Our transit areas need parking,
maintain spaces for commuters and
an adequate parking requirement to
support housing, people will still have
a car in Riverside and residents will
want to be able to park on-site.
Consider the proximity to
both rail and the freeway
and require development
standards that mitigate
noise, air quality, etc.
Learn from other regional
TOD – what has worked
and what could be
improved on.
Do not require mixed use
development.
Various City Departments:
• City Manager’s Office and Council Member
• Public Works – Traffic
• Public Utilities – Electricity and Water
RCTC
RTA
Blue Zones
Property Owners:
• IronWorks Building
• Mission Lofts and Iron Lofts (Realm)
• Diamond Properties – Former Brightwood
College and Packing House
Collaborate with other departments
and agencies to take advantage of
TOD funding for planning efforts,
infrastructure and development-
there are various state and federal
sources available.
Case Studies
CASE STUDIES – Recent Plans & Development in the SCAG Region 06/09/2026 - 15 -
Case Study
North Montclair Downtown
Specific Plan
(2006) (Amended in 2017)
Montclair, CA
Vista Canyon Specific Plan
(2011)
Santa Clarita, CA
Oceanside Transit Center
(OTC) Specific Plan
(2025 – In progress)
Oceanside, CA
Fullerton Transportation Center
Specific Plan
(2011) Fullerton, CA
Plan Area 179 acres 185 acres 10.2 acres 35 acres
Allowed Density
Range
60-80 du/ac n/a n/a 45-60 du/ac
Buildout Potential 5,888 dwelling units
773,000 sf commercial
1,100 dwelling units
164,000 sf commercial
646,000 sf office
547 dwelling units
29,000 sf commercial
64,000 sf office
1,650 dwelling units
138,000 sf commercial
108,000 sf office
CASE STUDY: NORTH MONTCLAIR DOWNTOWN SPECIFIC PLAN
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CASE STUDY: VISTA CANYON, SANTA CLARITA
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CASE STUDY: OCEANSIDE TRANSIT CENTER
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CASE STUDY:
FULLERTON TRANSPORTATION CENTER SPECIFIC PLAN
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TOD Framework
TOD Framework
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The TOD framework for the Downtown Riverside Station Area is provided in 3 parts:
• Development Concept
• Land Use Concept
• Mobility Concept
These 3 concepts are intended to inform future planning efforts. The concepts consider adjacent land uses, existing and potential future mobility connections and economic feasibility.
Implementation of this Action Plan would use the concepts as a starting point for a land use map, tailored development and design standards, mobility/circulation improvements, and phasing as discussed later in the Recommendations section.
The framework was informed by the stakeholder interviews and identifies near-term, mid-term and long-term redevelopment opportunities in the Phasing and Economic Feasibility section below. It also identifies future studies that would be needed to support the integration of housing into the area, including but not limited to, water, wastewater, and storm drain supply/capacity, a traffic study, and soil assessment. This study was limited to the potential for housing production.
DEVELOPMENT CONCEPT PROCESS – Identifying Opportunity Sites 06/09/2026 - 22 -
The project team utilized several factors when finalizing the Study Area boundary and selecting opportunity sites to test for residential feasibility. These included:
• A Site Tour
• Baseline Metrics – Quantified existing residential units (Mission Lofts) • Stakeholder Engagement – a series of 1/1 interviews (previously summarized) • GIS Parcel analysis – lot size, land use, existing use, identification of underutilized parcels (i.e. surface parking lots, vacant sites, etc.)
• Case Studies – regional examples for plans and recent development (previously summarized), exploring possibilities for the Downtown Station Area
• Economic Feasibility – Proforma modeling under current conditions for various building types
POTENTIAL AREAS OF CHANGE
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Several properties within the study are not likely to
change for a variety of reasons:
• Metrolink Station Platform – station is critical part of TOD area; land use change is not anticipated.
• RCTC Railroad and Layover Facilities – needed for
station operations.
• Existing and forthcoming residential uses – already
identified for change.
• Non-residential uses – employment generating
businesses, not viable for relocation.
• Vine Street Mobility Hub (Recently Completed) –
critical part of TOD area
• Electric Substation – public utility
Identified Opportunity Sites:
• Applebee’s Restaurant & Utility – surface parking
• RCTC Public Parking Lots – potential for infill
• Former Brightwood College Site - vacant
• Former Packing House site – vacant
• Other Vacant and Underutilize Parcels
• Ironworks – long term infill site or adaptive reuse
Recent and Near-term Development Projects:
• Mission Lofts
• Iron Lofts – current entitlement project
Development Considerations
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Near-Term Housing Production
Mission Lofts Project
• Completed in 2019
• Unit Mix
• Studio (25%)
• 1 Bedroom (36%)
• 2 Bedroom (39%)
• Average Unit Size: 700 SF
• Surface parking lot connected via
pedestrian bridge over University Avenue.
Iron Lofts Project
• Entitlement currently under review with the
City
• Unit Mix
• Studio (17%)
• 1 Bedroom (49%)
• 2 Bedroom (31%)
• Average Unit Size: 700 SF
• Surface parking lot
• Historic building to remain as club/fitness/co-
working/pool
Development Concept – Opportunity Sites
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Sites considered for redevelopment
potential
• Many underutilized sites present
opportunity for the area
• Several are surface parking lots which
could be consolidated into structured
parking
• City public utilities own property in the
area:
• The Electric Substation will remain
• Mulberry facility for water has
potential to be relocated
• Approximate acreage for the
Opportunity Sites: 21.5 ac
• Created Districts to group the
opportunity sites and identify
potential capacity.
• Parcel size, ownership, and existing
use also factored into the district
designations.
• The catalyst for TOD at the
Downtown station is the transit
village, envisioned to have higher
density than the other districts.
• The innovation and public facilities
districts are anticipated to retain
their existing use.
Land Use Concept
District
Residential
Transit Village
Residential Infill
Mixed-Use
Innovation
Public Facilities
District Potential
Density /
FAR
(Floor Area
Ratio)
Height Potential Uses
Residential 40 - 50
du/ac
Up to 4 stories • Residential (Mission Lofts and
Iron lofts)
Transit Village 65 -120
du/ac
5-8 stories • Residential
• Station Area Parking
Residential
Infill
12 -22
du/ac
Up to 3 stories • Lower Density Residential
• Townhomes or Courtyard
Bungalows
Mixed-Use 40 – 120
du/ac / .25
5-8 stories • Standalone Residential
• Standalone Retail/
Commercial/Office
• Live/Work
• Residential with Ground floor
retail/ commercial
Innovation .5 Up to 2 stories • Employment Generating
Businesses
Public
Facilities
N/A N/A • Utilities
• Transit Hub
Land Use Concept
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Land Use Concept- High Density and Mixed-Use Building Types 06/09/2026 - 28 -
Multi-Family Wrap Multi-Family Podium
60-100+ Units per Acre
4-5 Stories
Parking Structure Wrapped by Residential Units
May include ground level commercial retail
Apartments or Condominiums
60-120+ Units per Acre
5+ Stories over 2 Levels of Parking
May include ground level commercial retail
Apartments or Condominiums
Land Use Concept- Low Density Housing Types
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Townhomes (Attached) Bungalow Units
10-24 Units per Acre
2-3 Stories
1-2–Car Garage
Condominiums
Includes Live-Work Housing Type
10-15 Units per Acre
1-2 Story
Surface and Tuck-under Parking
Standalone units wrapping a shared open space
Mobility – Existing Network
• A variety of roadways support
the area
• Arterial Streets carry through traffic
and connect to the state highway
system with restricted access to
abutting properties. They are
designed to have the highest traffic
carrying capacity in the roadway
system with the highest speeds and
limited interference with traffic flow by
driveways.
• Collector Streets are intended to
serve as intermediate routes to handle
traffic between Local Streets (all other
streets not identified on the map) and
streets of higher classification.
Collector Streets also provide access
to abutting property and are two
lanes in width. Collector Streets may
handle some localized through traffic
from one local street to another;
however, their primary purpose is to
connect the local street system to the
arterial network.
06/09/2026 - 30 -
Source 2025 General Plan Circulation
and Community Mobility Element
(adopted 2007)
Mobility Concept– TOD Focused
• Informed by the current
General Plan and existing
roadways
• Integrate potential bridge
over the 91 Freeway
• Uses local streets – Vine and
Commerce – to provide
pedestrian connection from
east to west utilizing the
bridge over the tracks
• Further study is needed of
roadway capacity and
improvements needed to
support residential
development
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Phasing & Economic
Feasibility
Anticipated Phasing
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Near-Term Opportunities:
• Residential Infill: Explore development opportunities or properties that do not require replacement parking.
• Standalone Wrap or Podium residential development on
privately-owned parcels using updated Specific Plan
development standards.
• Establish Joint Development Policy for Public Agencies including RCTC.
• Conduct Parking Inventory: Evaluate parking utilization and opportunities for shared parking or operational efficiencies.
Longer Term Opportunities:
• Explore joint development opportunities on parcels
requiring replacement parking, likely via structured parking garage.
Anticipated Phasing (continued)
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Consolidated Parking Structure:
• Construct the replacement parking structure on
the designated garage parcel, shown on the
diagram conceptually as Site 2.
• Replace all parking spaces displaced from Site 1
and provide capacity for future redevelopment
phases.
Remaining Transit Village District Buildout:
• Develop the remaining residential units on Sites 3
and/or 4.
• Apply a portion of revenues generated by
subsequent development phases toward
repayment of structured financing,
reimbursement of public-sector capital
contributions, or funding of additional
infrastructure improvements.
Opportunity sites outside of the Transit Village
District are anticipated to develop in later stages
after the immediate station area.
Sequence of Implementation for Transit Village
District:
• Determine the size, configuration, and cost of the
replacement parking structure.
• Develop a financing strategy for the parking
structure that might include developer
contributions, land value capture, agency
participation, grants, and tax increment
financing.
• Establish a phasing plan that limits temporary
parking losses to no more than (xx%) of the
existing supply.
• On “Site 1” construct the first residential project to generate development proceeds, ground lease
revenues, and land value that can support
subsequent garage financing.
• Retain existing surface parking on Site 2, 3, and 4.
1 2
3 4
Economic Feasibility
06/09/2026 - 35 -
Site Housing Type Tested Assumed Units &
Parking
Feasibility
(+, - x)
Phasing
A. 5 Story Wrap (residential building w/
structured parking)
143 units
164 spaces +
Early
A. 5 Story Podium (residential above 2
levels of parking)
229 units
257 spaces +
Option for
alternate housing
type
B. RCTC Joint-Development 5 Story
Wrap(s) – standalone parking
structure (replacement parking)–
multiple buildings on site
603 units
1,900 spaces Middle
C. 2-3 Story Townhomes 20 units
20 spaces
Early or Middle
pending
remediation
D. Podium with Ground-Floor
Commercial Space
164 units
240 spaces X Later – not
feasible in current
market
Total Units (Potential Capacity) ~900 -1,026
Parking Spaces 2,324 (assumes consolidation of station
parking and maintains RCTC
parking at 1:1)
A C
D
B
This study estimates that transit-oriented development in the Downtown Station area could add about 1,000 new
housing units in various types of housing for a variety of income levels.
Potential Development Capacity
TOD Capacity on Opportunity Sites 1,000 Units
Total (Opportunity Sites + Iron Lofts) 1,300 Units
GRAND TOTAL (including Mission Lofts) 1,512 Units
Implementation
Actions
Implementation Steps
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Action Description Timeframe Type Responsible Party Potential Funding Source & ROM Cost Estimate
1. Adopt General Plan with land use plan that allows for recommended density range identified in this study.
Near-term Land Use Planning Department City Investment
COST: N/A
2. Conduct broad community outreach- engage neighborhoods and other stakeholders outside of the focused study area.
Near-term Outreach Planning Staff Time / Grant
COST: $$
3. Continue to engage study area stakeholders through 1/1 meetings and a hosted round table. Include nearby industrial businesses in the next round.
Near-term Outreach Planning Staff Time / Grant
COST: $
4. Support RCTC in updating/approving a joint development policy.
Mid-term Policy City Manager’s Office, Real
Property Services, Planning
Staff Time / Grant
COST: $
5. Continue to partner with City Manager’s Office, Public Works, Utilities, and others to identify funding sources for TOD improvements within this station area.
Mid-term /
Ongoing
Policy Planning, Public Works, City
Manager’s Office
Federal, State, and other
Grant Opportunities
COST: $
6. Update the Marketplace Specific Plan with an Environmental Impact Report – allow for residential uses, maximum height 5 to 6 stories, do not require mixed-use or ground level retail but allow it, allow standalone parking structures. Could use 2012 update as a starting point.
Mid-term Land Use Planning Federal, State, and other
Grant Opportunities, City
Investment
COST: $$$
7. Advocate for and implement a quiet zone to accommodate future residential uses.
Long-term Policy Planning and Partner
Agencies
Staff Time / Grant
COST: $$$
8. Conduct the following studies: Traffic Study, Infrastructure Studies (Water Supply Assessment, Stormdrain and Wastewater), Phase I & II (identify soil remediation).
Long-term Land Use Planning, Public Works,
Public Utilities, Private
Property Owner/Developer
Private Funding, Grant
COST: $$$$
Tax Increment Financing
• Enhanced Infrastructure Financing District (EIFD)
• Funds can be used for TOD area infrastructure and
public improvements
• Community Revitalization and Investment
Authority (CRIA)
• Offers more flexibility to fund broader community
revitalization efforts
Stakeholder Participation (Agencies and
Developers)
• Private Property Owner/Developer and Agency
Partnership (P3)
• Partnership could be structured as a ground lease
that provides revenue stream
• Developer and/or Transit Agency Capital
Contributions
Potential Funding Sources for TOD Planning
and/or Development
State Sources
• Transit and intercity Rail Capital Program (TRICP)
• Explore option to subsidize cost of structured parking could be considered “transit access infrastructure”
• Affordable Housing and Sustainable Communities
Grant (AHSC) Development Projects
• Affordable housing developments must include at least 20 percent of the total number of units as affordable
(up to 60% of the Area Median Income)
Federal Sources
• Rebuilding American Infrastructure with
Sustainability and Equity (RAISE) Grant
• FTA Joint Development and Station Access
Funding Opportunities
• Pilot Program TOD Planning