Agenda packet, first session — San Clemente City Council, February 1, 2022

Agenda
FEBRUARY 1, 2022 REGULAR CITY COUNCIL MEETING AGENDA.PDF Meeting Materials
6A1 -CITY COUNCIL MINUTES ADJ REG REG.PDF
6A2 - SPECIAL CITY COUNCIL MEETING MINUTES 12422.PDF
6B1- PLANNING COMMISSION MINUTES.PDF
6C1 - CERTIFICATION OF WARRANTS.PDF
6C2 - CERTIFICATION OF WARRANTS.PDF
6D - CONSTRUCTION CONTRACT AWARD TO OCONNEL ENG FOR THE CALLE VISTA TORITO STORM DRAIN REPAIR PROJECT.PDF
6E - ADOPT RESOLUTION FOR SUBDIVISION PARCEL MAP 2006-287 LEE AT 3812 VIA DEL CAMPO.PDF
6F - CONSIDERATION OF GRANT APPLICATION AUTHORIZATION FOR PIERPRIDE.PDF
7A - BILLING FOR 2021 WEED ABATEMENT PROGRAM WITHOUT
ADDRESSES.PDF
9A - HIGH QUALITY TRANSIT AREA VISION PLAN.PDF
9B - FEASIBILITY OF ANNEXING RANCH MISSION VIEJO PLANNING AREA

5.PDF
9C - PROHIBITION OF SMOKING IN PUBLIC PLACES IN CITY OF SC.PDF 12B - ORDINANCE NO 1725.PDF
12A - ORDINANCE NO 1722.PDF

1. Documents:

2. Documents:

CITY OF SAN CLEMENTE

REGULAR CITY COUNCIL

MEETING AGENDA
San Clemente Community Center Auditorium February 1, 2022 100 N. Calle Seville 5:00 p.m. – Closed Session
San Clemente, California 6:00 p.m. – Business Meeting
www.san-clemente.org
Information concerning City Council Meeting protocols and procedures is contained at the end of this agenda.

RULES FOR ADDRESSING COUNCIL
 Members of the public may address the City Council on matters within the jurisdiction of the City of San Clemente.
 If you wish to address Council, please complete one of the blue speaker cards located at the entrance to the Community Center Auditorium and deposit it in the speaker box.
 Persons wishing to address Council concerning an agendized item will be invited to address Council during the time that Council is considering that particular agenda item. Persons wishing to address Council concerning a non-agendized issue will be invited to address Council during the “Oral Communications” portion of the meeting.  When invited by the Mayor, please step to the podium, and if you wish, state your name and the City in which you reside, and make your presentation. Please limit your presentation to three minutes.

Regular City Council Meeting Agenda of February 1, 2022 Page 2 CLOSED SESSION (5:00 P.M.)
A. CONFERENCE WITH LEGAL COUNSEL – EXISTING LITIGATION
Existing litigation pursuant to Government Code section 54956.9(d)(1) Number of Cases: 2
Case Name: City of San Clemente v. Foothill/Eastern Transportation Corridor Agency and County of Orange
Case Number: OCSC 30-2017-00934703-CU-PT-CXC
Case Name: City of San Clemente v. Lovineh, et al.

Case Number: OCSC 30-2021-01198962-CU-MC-CJC
B. CONFERENCE WITH LEGAL COUNSEL- ANTICIPATED LITIGATION Initiation of litigation pursuant to Government Code section 54956.9(d)(4) Number of potential cases: 2
BUSINESS MEETING (6:00 P.M.)

CALL TO ORDER

INVOCATION -

PLEDGE OF ALLEGIANCE

ROLL CALL

MISSION STATEMENT
The City of San Clemente, in partnership with the community we serve, will foster a tradition dedicated to:

Maintaining a safe, healthy atmosphere in which to live, work and play; Guiding development to ensure responsible growth while preserving and enhancing our village character, unique environment and natural amenities; Providing for the City’s long-term stability through promotion of economic vitality and diversity…
Resulting in a balanced community committed to protecting what is valued today while meeting tomorrow’s needs.

Regular City Council Meeting Agenda of February 1, 2022 Page 3

1. Special Presentations.

A. Presentation of Proclamation – PFC Anthony “Tony” Cappa, USMC Presentation of Proclamation to Tony Cappa in honor of his 100th birthday.

B. Update on Homeless Issue (January Update to be Provided at February 15, 2022 Council Meeting)
C. 1
st Quarter Financial Report Pages 1C-1 through 1C-4
Report from Financial Services Officer Rahn concerning the 1st quarter financial report.

2. Oral Communications (Part 1). Members of the audience who wish to address Council on matters that are within the jurisdiction of the City of San Clemente, but not separately listed on the agenda, may do so during the Oral Communications portion of the meeting. Speakers may address Council once during either Oral Communications Part 1 or Part 2. A total time limitation of 30 minutes is allocated for Oral Communications Part 1, with each speaker being allotted 3 minutes in which to give his or her presentation. Speaker order is determined by the order in which speaker cards are provided to the City Clerk or Deputy City Clerk at the meeting. Speakers that cannot be accommodated during Oral Communications Part 1 will be invited to address Council during Oral Communications Part 2, which appears on this agenda as Item No. 10. When invited by the Mayor, please step to the podium, and if you wish, state your name and the City in which you reside, and make your presentation. Subject to very limited exceptions, Council is not permitted to discuss or take action on items that do not appear on the agenda.

3. Motion waiving reading in full of all Resolutions and Ordinances.

4. Consideration of agendizing items requiring immediate action. Any items agendized will be considered under New Business, unless otherwise determined by a majority vote of the City Council.

5. Closed Session Report - City Attorney.

Regular City Council Meeting Agenda of February 1, 2022 Page 4

6. Consent Calendar. All items listed on the Consent Calendar are considered to be routine and will be enacted by one motion without discussion unless Council, Staff, or the public requests removal of an item for separate discussion and action.

A. City Council Minutes
Staff Recommendation
(1) Approve the minutes of the Adjourned Regular City Council meeting of January 18, 2022.
(2) Approve the minutes of the Special City Council meeting of January 24, 2022.

B. Commission/Committee Minutes
Staff Recommendation
Receive and file the following:
(1) Planning Commission Regular Meeting minutes of January 19, 2022.

C. Warrant Register
Approve Wire Transfers Nos. 2584
through 2586 and Warrant Nos.
578475 through 578598, paid on
1-21-22, in the amount of…….……….……….……………...$ 913,795.37 Approve Wire Transfers Nos. 2587
through 2590 and Warrant Nos.
578733 through 578734, paid on
1-28-22, in the amount of…….……….………..…….……...$ 1,700,923.15 TOTAL WARRANT REGISTER……..……..$ 2,614,718.52
Payroll Register
Automatic Deposit Advises 76326
through 76563, for the period
1-10-22 through 1-23-22, paid
on 1-28-22, in the amount of………..……..…..………….….$ 404,580.53 TOTAL PAYROLL REGISTER……………………………….$ 404,580.53
Regular City Council Meeting Agenda of February 1, 2022 Page 5 D. Contract Award – Calle Vista Torito Storm Drain Repair Pages 6D-1 through 6D-7
Staff Recommendation

1. Approve an appropriation in the amount of $87,255 from the Storm Drain Fund Depreciation Reserve to Account 059-553-43420-000- 22002.

2. Approve the plans and specifications for the Calle Vista Torito Storm Drain Repair; Project No. 22002.

3. Approve, and authorize the Public Works Director/City Engineer to execute, Contract C22-03, by and between the City of San Clemente and O’Connell Engineering & Construction, Inc., providing for the Calle Vista Torito Storm Drain Repair, in the amount of $53,545.

E. Release of Performance and Labor & Material Bonds Related to the Subdivision Improvements for Parcel Map 2006-287 – Lee Subdivision at 3812 Via del Campo Pages 6E-1 through 6E-6
Staff Recommendation
Adopt Resolution No. 22-02 entitled A RESOLUTION OF THE CITY

COUNCIL OF THE CITY OF SAN CLEMENTE, CALIFORNIA,

AUTHORIZING THE RELEASE OF PERFORMANCE AND LABOR &

MATERIAL BONDS RELATED TO THE SUBDIVISION IMPROVEMENTS
FOR PARCEL MAP 2006-287 – LEE SUBDIVISION AT 3812 VIA DEL CAMPO.

F. Consideration of Grant Application Authorization for PierPride

Page 9 ends

Staff Recommendation
Authorize PierPride to apply for California Coastal Conservancy Grant.

Regular City Council Meeting Agenda of February 1, 2022 Page 6

7. Public Hearings. The Public Hearing process includes a staff presentation, a presentation by the applicant not to exceed ten (10) minutes, and public testimony (not to exceed three minutes per speaker). Following closure of the Public Hearing, the City Council will respond to questions raised during the hearing, discuss the issues, and act upon the matter by motion.

A. Billing for 2021 Weed Abatement Program Pages 7A-1 through 7A-5 Public Hearing to consider the all objections or protests, if any, to the costs of the abatement of weeds, rubbish, refuse and dirt upon streets, sidewalks, parkways and private property within the City and to the assignment of these costs to the properties on which the abatement was completed.

Staff Recommendation

1. Waive the City’s notification costs for the compliant property owners.

2. Approve the Weed Abatement Report by motion..

3. Authorize the Weed Abatement Contract Administrator to bill the amounts indicated in the report to the appropriate property owners.

8. Unfinished Business.

None.

9. New Business.

A. High Quality Transit Area Vision Plan Pages 9A-1 through 9A-251 Presentation from Southern California Association of Governments concerning the High Quality Transit Area Vision Plan.

Staff Recommendation
Receive and file Administrative Report dated February 1, 2022, and on file with the City Clerk.

B. Feasibility of Annexing Planning Area 5 Agendized at the June 15, 2021 City Council meeting (and deferred from the September 7, 2021 Council meeting) by Mayor James, with the support of Councilmember Ward and Mayor Pro Tem Duncan; directed the City Manager and City Attorney to prepare a Staff report. Pages 9B-1 through 9B-3
Report from the Assistant to the City Manager concerning the feasibility of annexing Rancho Mission Viejo Planning Area 5.

Staff Recommendation continued on following page
Regular City Council Meeting Agenda of February 1, 2022 Page 7 Staff Recommendation
Receive and file the Administrative Report, dated February 1, 2022, and on file with the City Clerk.

C. Consideration of Expanding Smoking Ban Agendized at the November 2, 2021 City Council meeting by Councilmember Duncan, with the support of Mayor James. Pages 9C-1 through 9C-9
D. RFP for Legal Services Agendized at the January 18, 2022 City Council meeting by Councilmember Knoblock, with the support of Councilmember Ferguson.

10. Oral Communications (Part 2). Members of the audience who wish to address Council on matters that are within the jurisdiction of the City of San Clemente, but not separately listed on the agenda, may do so during the Oral Communications portion of the meeting. When invited by the Mayor, please step to the podium, and if you wish, state your name and the City in which you reside, and make your presentation, not to exceed three minutes. Subject to very limited exceptions, Council is not permitted to discuss or take action on items that do not appear on the agenda.

11. Reports.

A. Commissions and Committees
B. City Manager
C. City Attorney
D. Council Members
E. Council Subcommittee Updates
Regular City Council Meeting Agenda of February 1, 2022 Page 8

12. Resolutions/Ordinances.

A. Ordinance No. 1722 (Second Reading) – Shopping Carts and Publicly Stored Property Pages 12A-1 through 12A-11
Staff Recommendation
Adopt Ordinance No. 1722 entitled AN ORDINANCE OF THE CITY COUNCIL OF SAN CLEMENTE, CALIFORNIA AMENDING TITLES 8 AND 12 OF THE SAN CLEMENTE MUNICIPAL CODE REGARDING

SHOPPING CARTS, CRITICAL INFRASTRUCTURE AND PUBLIC

STORAGE OF PERSONAL PROPERTY AND FINDING THE ORDINANCE
NOT SUBJECT TO THE CALIFORNIA ENVIRONMENTAL QUALITY ACT.

B. Ordinance No. 1725 (Second Reading) – Prohibition of Electric Bicycles on the Beach, Beach Trail and Pier Pages 12B-1 through 12B-5 Staff Recommendation
Adopt Ordinance No. 1725 entitled AN ORDINANCE OF THE CITY

COUNCIL OF THE CITY OF SAN CLEMENTE, CALIFORNIA, AMENDING SECTION 12.32.130 OF THE SAN CLEMENTE MUNICIPAL CODE

RELATING TO THE USE OF BICYCLES, ELECTRIC BICYCLES, AND

OTHER ACTIVITIES ON THE PIER, BEACH, BEACH ACCESS ROAD, AND BEACH TRAIL.

13. Adjournment.

The next Regular Council Meeting is scheduled to take place on February 15, 2022. Closed Session items will be considered at 5:00 p.m. and the Regular Business Meeting will commence at 6:00 p.m. The meeting will take place in the Community Center Auditorium, located at 100 N. Calle Seville, San Clemente.

Items to be Considered at a Future Meeting
Agenda Item Tentative Meeting Date
Recycled Water Irrigation in Rancho San
Clemente
February 15, 2022
Consideration of Withdrawing from the
Orange County Library System
February 15, 2022
Via San Gorgonio Traffic Analysis February 15, 2022
Site Specific Master Plan Update March 1, 2022
Regular City Council Meeting Agenda of February 1, 2022 Page 9

CITY COUNCIL MEETING PROCEDURES

PRESENTATION OF WRITTEN MATERIALS TO COUNCIL
In order to ensure that Councilmembers have adequate time to consider written materials concerning agenda items, it is strongly recommended that such materials be submitted to the City Clerk by noon the date preceding the Council meeting.

MEETINGS RECORDED AND TELEVISED
City Council meetings are broadcast live and are replayed periodically on Cox Communications Local Access Channel 854. Meetings are also available for live-stream or post meeting viewing from the City’s website. Meetings are also recorded via audio CD and/or DVD and retained as a City record in accordance with the City’s records retention schedule.

USE OF ELECTRONIC VISUAL AIDS BY PUBLIC AT MEETINGS
To allow staff adequate time to confirm software compatibility, individuals wishing to utilize electronic visual aids to supplement their oral presentations at the meeting, must submit the electronic files to the City Clerk by no later than 12:00 p.m. on the day of the meeting. Only compatible electronic formats will be permitted to be used on City audio/visual computer equipment. Staff makes no guarantee that such material will be compatible, but will use its best efforts to accommodate the request.

LENGTH OF MEETINGS
At 11:00 p.m., the City Council will determine which of the remaining agenda items can be considered and acted upon at this meeting and will continue all other agenda items to a future meeting.

AMERICANS WITH DISABILITIES ACT
Pursuant to the Americans with Disabilities Act, persons with a disability who require a disability-related modification or accommodation in order to participate in a meeting, including auxiliary aids or services, may request such modification or accommodation from the City Clerk at (949) 361-8200. Notification 48 hours prior to the meeting will enable the City to make reasonable arrangements to assure accessibility to the meeting.

COMMUNICATION DEVICES
To minimize meeting distractions and sound system interference, please be sure all personal communication devices are turned off or on silent mode.

MEETING SCHEDULE
Regular Council Meetings are held on the first and third Tuesdays of each month in the Community Center Auditorium, located at 100 North Calle Seville, San Clemente. Closed Session items are considered at 5:00 p.m. and the Business Meeting begins at 6:00 p.m. Additional meetings of the City Council may be called as needed.

AGENDAS, ADMINISTRATIVE REPORTS AND SUPPLEMENTAL WRITTEN MATERIALS Agendas and Administrative Reports are available for review and/or copying at the City Clerk’s Department as soon as agendas are posted (a minimum of 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting).

Agendas and Administrative Reports can also be viewed at the San Clemente Library, located at 242 Avenida Del Mar, or by accessing the City’s website at www.san-clemente.org. An “Inspection Copy” of agenda materials is also located at the entrance to the Community Center during meetings for public review. All written material distributed to a majority of the Council after the original agenda packet was distributed is available for public inspection in the City Clerk’s Department, located at 910 Calle Negocio, San Clemente, during normal business hours.

The City Clerk’s Department offers an agenda packet subscription service free of charge. If you wish to receive email copies of City Council agendas, which include hyperlinks to staff reports and other back-up material, register at http://san-clemente.org/enotification.
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9A - 1
HQTA Handbook
November 2017
DRAFT 11.14.17
San Clemente
Vision Plan

HIGH QUALITY TRANSIT AREA

PILOT PROJECT
Southern California
Association of Governments
December 2021
9A - 2
2 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Acknowledgments
The preparation of this report was financed in part through grants from the Federal Transit Administration, U.S. Department of Transportation. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation.

Additionally, the contents of this report reflect the views of the author who is responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of SCAG or DOT. This report does not constitute a standard, specification, or regulation.

City of San Clemente
Jennifer Savage, AICP, CTP, Senior Planner
Southern California Association of Governments (SCAG)
Zacharias Gardea, Project Manager
Grieg Asher, AICP, Green Region Program Manager
Gruen Associates (Prime Consultant)
Orlando Gonzalez, Project Manager / Senior Planner
Kamille Parks, AICP, Urban Designer/Planner
Elaine Carbrey, AIA, AICP, Associate Partner
HR&A (Economics)
Amitabh Barthakur, AICP, Partner
Judith Taylor, Partner
Jane Calrson, Director
Iteris (Transportation)
Viggen Davidian, PE, Vice President
Deepak Kaushik, PE, Associate Vice President
Jennifer Emerson-Martin, Senior Transportation Engineer San Clemente
Vision Plan

HIGH QUALITY TRANSIT AREA

PILOT PROJECT
Southern California
Association of Governments
9A - 3
San Clemente Vision Plan
3 Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Table of Contents
Part 1: Executive Summary 5
High Quality Transit Area (HQTA) Analysis Pilot Program 6 San Clemente HQTA - 2048 Vision 7
Part 2: Station Area Profile 9
Overview 10
Socioeconomic Profile 12
Previous Planning Efforts 15
Part 3: Outreach 19
Outreach Presentation: September 1, 2021 20
Part 4: Opportunities and Constraints Analysis 21
Mobility 22
Land Use 24
Urban Design 28
Part 5: Vision 31
A - Overview 33
B - Land Use Strategy 39
C - Infrastructure And Public Realm Strategy 53
Part 6: Implementation Plan 61
Phasing and Financial Strategy 62
Metrics 68
Appendix 73
Existing Conditions Inventory
HQTA Toolkit
9A - 4
4 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 5
Part 1
Executive Summary
The Executive Summary provides background on the HQTA Pilot Program, the structure of the Vision Plan, and a brief summary of the project goals and proposed developments.

High Quality Transit Area (HQTA) Analysis Pilot Program San Clemente HQTA - 2048 Vision
9A - 6
6 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Pilot Program Overview
The High Quality Transit Area (HQTA) Analysis program was created by SCAG in 2017 to help implement the goals and objectives of the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). The 2016 RTP/SCS, the 30-year plan for the Southern California Region, forecasts that 46% of future household growth will be located in HQTAs, which comprise just 3% of land area. HQTAs are areas within easy walking distance to current or anticipated transit service with 15-minute or better service. The three main goals of the HQTA Analysis program are as follows:
• Implement the RTP/SCS for future job and housing near high quality transit through actionable transit-oriented development (TOD) projects
• Promote development and active transportation within HQTAs • Reduce Greenhouse Gases (GHG) and Vehicle Miles Traveled (VMT) by 21% over 2005 levels
Benefits of Transit-Oriented Development
Transit-Oriented Development (TOD) is a vibrant, mixed-use form of urban development that clusters a variety of housing types, employment opportunities, and community amenities at or near major transit stations. Integrated clusters of TODs establish a multi-modal network of public and private realm improvements that allow residents to walk, bike, or take transit to major attractions, which results in several environmental, economic, and social benefits:

High Quality Transit Area (HQTA) Analysis Pilot Program EXECUTIVE SUMMARY Economic
• Catalyst for economic development
• Redevelopment of vacant and
underutilized properties
• Increased property value
• Decreased infrastructure costs
• Revenue for transit systems
• Reduced household spending on
transportation
• Increase in housing opportunities
Social
• Increased housing and employment
choices
• Greater mobility choices
• Health benefits
• Enhanced sense of community
• Enhanced public safety
• Increased quality of life
Part 2: Station Area Profile
The Station Area Profile describes the current planning, urban design, socioeconomic, and transportation context within the San Clemente HQTA Study Area. The Profile also includes a summary of previous planning efforts.

Part 3: Outreach
Outreach efforts included a public meeting and reoccurring correspondence with City of San Clemente staff members.

Part 4: Opportunities & Constraints Analysis
This analysis includes a summary of urban design, land use, and mobility constraints and identifies potential investments that will support walking, biking, and the use of transit.

Part 5: Vision
The Vision presents a 30-year vision for a transit-supportive San Clemente HQTA. It includes a redevelopment strategy, specific infrastructure investments, active transportation projects, and placemaking amenities that will help to make the area more livable, walkable, and accessible to transit and boost the economic vitality.

Part 6: Implementation Plan
Policies, programs, initiatives, and partnerships will be key to the success of the plan. In addition, a customized financial strategy is included that targets funding streams to specific projects outlined in the Vision Plan. SCAG will partner with the City to help secure funding for the projects. A Metrics Worksheet establishes a baseline and long-term targets for jobs, housing, the modal shift to non-motorized forms of transportation, and other key metrics that will be tracked by SCAG and the City over the next several years.

HQTA Toolkit (Appendix)
The development strategy and priority projects outlined in the Vision Plan are tied to the HQTA Toolkit, which will give the City a range of options for meeting the goals and objectives set forth in the Vision Plan. The Toolkit includes transportation investments with cost estimates, TOD precedent projects, open space typologies, and other components of an innovative HQTA.

What is a Vision Plan?
The Vision Plan for each HQTA Pilot Project is an illustrative tool that provides city staff, elected officials, and community stakeholders with a high-level analysis of the HQTA’s existing conditions, TOD opportunity sites, and potential public realm improvements that could catalyze future development activity. The plans include a long-term buildout scenario and a phasing and financial strategy for identified priority projects. HQTA Vision Plans are not regulatory documents and do not need to be adopted. Pilot Project Cities will use the Vision Plans to start discussions with SCAG and community stakeholders in future efforts to update adopted general and specific plans. The main sections of this Vision Plan are as follows:

Environment
• Increased transit ridership
• Reduced VMT
• Improved air quality through reduced
GHG emissions
• Conservation of land and open space
9A - 7
San Clemente Vision Plan 7
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan San Clemente HQTA - 2048 Vision EXECUTIVE SUMMARY
Vision Plan Goals
Goal #1: Promote safety, collision
reduction, and expanded
economic vitality with pedestrian
improvements to critical corridors
Goal #2: Encourage economic
development through focused
redevelopment projects
Goal #3: Identify select locations
where infill housing may
be incorporated to balance
commercial and non-commercial
uses in the area
Major Development Areas (MDA)
Focused areas of development proposed
in the buildout scenario with clusters of
complementary priority projects which may
catalyze the envisioned development.

MD 1 Transit Station Area Infill
MD 2 El Camino Real Infill
MD 3 Los Molinos Industrial Village
MD 4 Pico Plaza Infill
MD 5 Outlets Infill
Corridors
Roadways with envisioned traffic
calming, pedestrian amenities, or other
improvements.

C 1 El Camino Real
C 2 Calle de Los Molinos
C 3 Via Pico Plaza
See “Public Realm Improvements Map” on
page 54 for full priority project legend.

MD 4
MD 5
MD 2
MD 3
MD 1
9A - 8
8 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 9
Part 2
Station Area Profile
The Station Area Profile is a summary of the existing physical and socioeconomic conditions, as well as previously completed plans for the Pilot Project Area.

Overview
San Clemente HQTA Project Area
San Clemente Metrolink Station
Socioeconomic Profile
Demographic Profile
Employment Profile
Employment Trends
Previous Planning Efforts
City of San Clemente General Plan
West Pico Corridor Specific Plan
Marblehead Coastal Specific Plan
9A - 10
10 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Metrolink Station and Corridor
City of San Clemente Boundary
Pilot Project Area
½ Mile Radius: Typical comfortable walkable
distance, not considering barriers
San Clemente HQTA Project Area
High Quality Transit Areas (HQTA) are
typically within walking distance to a transit
station, approximately within a half-mile
radius. In coordination with the City, the
San Clemente Metrolink HQTA Study Area
(study area) has been modified to exclude
the protected canyon areas and new housing
north of the station, however it is expanded
to the east to include recently constructed
retail outlets and the West Pico Corridor
Specific Plan area.

X
X
§¨¦5
§¨¦1
San Clemente Station Area HQTA Round 2 Station Area Profile 3 mile buffer
1/2 Mile buffer
X Metrolink Station
Rail_13
HQTA Study Area
<all other values>
NAME
San Clemente
MUNICIPAL_BOUNDARIES
0 3,100 6,200 12,400
Feet
½ Mile radius
3 Mile radius
City of San
Clemente
N

OVERVIEW
San Clemente Metrolink Station sign Architectural character of area The Outlets at San Clemente El Camino Real
Avenida Vista Hermosa
Avenida Pico
9A - 11
San Clemente Vision Plan 11
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan San ClementeSan Clemente
The study area is anchored by the San
Clemente Metrolink Station, one of two
Metrolink stations in the City. The other
Metrolink station, located at the San
Clemente Pier roughly 3/4 mile to the south,
operates only on Saturdays and Sundays.

The station is on two Metrolink service lines:

Inland Empire-Orange County Line and
Orange County Line. The Inland EmpireOrange County Line provides connections northward to Downtown San Bernardino
and southward to Oceanside. The Orange
County Line provides connections northward
to Los Angeles Union Station and southward
to Oceanside. A parking lot adjacent to the
station provides 142 parking spaces for
commuters and offers annual parking passes
for residents.

In addition to being serviced by Metrolink, the
station is also serviced by the Orange County
Transportation Authority’s (OCTA) Route 91
StationLink 191. The station is also serviced
by the City’s seasonal local trolley line which
travels along Avenida Pico to connect to
the Outlets to the north and southward
down El Camino Real to connect to the San
Clemente Pier.

San Clemente Metrolink Station
Local Bus /
Express Bus
Rapid Bus /
Transitway Bus
Commuter Rail
BRT
Local Rail
> 25 15 - 25 10 - 15 5 - 10 < 5
0 1 - 2 3 - 4 5 - 6 6 +
Metrolink:

Inland Empire-Orange County Line Orange County Line

OVERVIEW
San Bernardino - Downtown
San Clemente Pier
Oceanside
Los Angeles Union Station
San Clemente Pier
Oceanside
Service Type
Average Peak Period Frequency (minutes)
Transit Routes within ½ mile
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
Metrolink station
9A - 12
12 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Demographic Profile
DEMOGRAPHICS (2018) Study Area San Clemente Orange County Total Population (2018)1 1,714 65,045 3,164,182
Population Density (Per Sq. Mile) 3,571 3,405 3,338
Annual Growth Rate2
Historic (2012-2020)* 1.3% 0.4% 0.8%
Projected (2020-2040) - 0.1% 0.3%
Total Households (2018) 1 766 24,530 1,032,373
Average HH Size 2.47 2.65 3.06
Annual Growth Rate2
Historic (2012-2020) 1.3% 0.4% 0.9%
Projected (2020-2040) - 0.1% 0.3%
Median Age3
0-17 Years 22% 21% 23%
18-64 Years 69% 61% 64%
64 Years and Over 9% 17% 14%
Jobs per Household4 1.3 0.9 1.5
Unemployment Rate3 5.9% 4.7% 5.1%
Median Household Income3 $62,573 $105,812 $85,398
Owner Renter
Study Area
33%
67%
Owner Renter
San Clemente
Single-Family Multi-Family
66%
34%
Owner Renter
Orange County
57%
43%
HOUSING TENURE (2018)
RACIAL DEMOGRAPHICS (2018)
MOBILITY (2018) Study Area San Clemente Orange County
Average Commute Time - 30 28
Cars per household 1.9 2.1 2.0
Public Transit users 4% 2% 2%
Solo Drivers 72% 75% 79%
Other 25% 23% 19%
55%
73%
41%
41%
17%
34%
5%
20%
Study Area
San Clemente
Orange County
White Hispanic or Latino Asian/Pacific Islander Black Two or More Races Other 15%
6%
15%
55%
45%
45%
21%
32%
26%
9%
17%
14%
Study Area
San Clemente
Orange County
No High School Diploma High School Graduate College Degree Higher Education EDUCATIONAL ATTAINMENT (2018)
• The City of San Clemente constitutes 2.1% of the land area of Orange County and accounts for 2.0% of its population. The Study Area is home to 2.6% of San Clemente’s population.
• According to SCAG’s growth projections, San Clemente will continue to lag Orange County’s population growth rate. Historically, the Study Area has grown faster than both the City and County.
• Median household income in the City is significantly higher than the County’s median income. The study area has a much lower median income than both the City and the County.
• Unlike the City, the Study Area is mostly renters. The Study Area is twothirds renters, whereas the City is two-thirds owners. The County has a more even split of renters and owners.
• Nearly 50% of the City’s population has higher education degrees, which is significantly higher than the 30% in the Study area and 40% in the County.
• The population of San Clemente is nearly three fourths white, though the Study Area has a much higher proportion of its population that identifies as Hispanic or Latino.

DEMOGRAPHIC PROFILE (2010-2018)
1 ESRI/ACS 5 Year Estimates for 2018
2 SCAG 2040 Projections
3 ACS 5 Year Estimates for 2018
4 HR&A Advisors, Inc.
*Historic Population Growth Calculated using ESRI estimated population between 2010-2020 DEMOGRAPHICS (2018) Study Area San Clemente Orange County Total Population (2018)1 1,714 65,045 3,164,182
Population Density (Per Sq. Mile) 3,571 3,405 3,338
Annual Growth Rate2
Historic (2012-2020)* 1.3% 0.4% 0.8%
Projected (2020-2040) - 0.1% 0.3%
Total Households (2018) 1 766 24,530 1,032,373
Average HH Size 2.47 2.65 3.06
Annual Growth Rate2
Historic (2012-2020) 1.3% 0.4% 0.9%
Projected (2020-2040) - 0.1% 0.3%
Median Age3
0-17 Years 22% 21% 23%
18-64 Years 69% 61% 64%
64 Years and Over 9% 17% 14%
Jobs per Household4 1.3 0.9 1.5
Unemployment Rate3 5.9% 4.7% 5.1%
Median Household Income3 $62,573 $105,812 $85,398
Owner Renter
Study Area
33%
67%
Owner Renter
San Clemente
Single-Family Multi-Family
66%
34%
Owner Renter
Orange County
57%
43%
HOUSING TENURE (2018)
RACIAL DEMOGRAPHICS (2018)
MOBILITY (2018) Study Area San Clemente Orange County
Average Commute Time - 30 28
Cars per household 1.9 2.1 2.0
Public Transit users 4% 2% 2%
Solo Drivers 72% 75% 79%
Other 25% 23% 19%
55%
73%
41%
41%
17%
34%
5%
20%
Study Area
San Clemente
Orange County
White Hispanic or Latino Asian/Pacific Islander Black Two or More Races Other 15%
6%
15%
55%
45%
45%
21%
32%
26%
9%
17%
14%
Study Area
San Clemente
Orange County
No High School Diploma High School Graduate College Degree Higher Education EDUCATIONAL ATTAINMENT (2018)
• The City of San Clemente constitutes 2.1% of the land area of Orange County and accounts for 2.0% of its population. The Study Area is home to 2.6% of San Clemente’s population.
• According to SCAG’s growth projections, San Clemente will continue to lag Orange County’s population growth rate. Historically, the Study Area has grown faster than both the City and County.
• Median household income in the City is significantly higher than the County’s median income. The study area has a much lower median income than both the City and the County.
• Unlike the City, the Study Area is mostly renters. The Study Area is twothirds renters, whereas the City is two-thirds owners. The County has a more even split of renters and owners.
• Nearly 50% of the City’s population has higher education degrees, which is significantly higher than the 30% in the Study area and 40% in the County.
• The population of San Clemente is nearly three fourths white, though the Study Area has a much higher proportion of its population that identifies as Hispanic or Latino.

DEMOGRAPHIC PROFILE (2010-2018)
1 ESRI/ACS 5 Year Estimates for 2018
2 SCAG 2040 Projections
3 ACS 5 Year Estimates for 2018
4 HR&A Advisors, Inc.
*Historic Population Growth Calculated using ESRI estimated population between 2010-2020 • The City of San Clemente constitutes 2.1% of the land area of Orange County and accounts for 2.0% of its population. The Study Area is home to 2.6% of San Clemente’s population.
• According to SCAG’s growth projections, San Clemente will continue to lag Orange County’s population growth rate. Historically, the Study Area has grown faster than both the City and County.
• Median household income in the City is significantly higher than the County’s median income. The study area has a much lower median income than both the City and the County.
• Unlike the City, the Study Area is mostly renters. The Study Area is two-thirds renters, whereas the City is two-thirds owners. The County has a more even split of renters and owners.
• Nearly 50% of the City’s population has higher education degrees, which is significantly higher than the 30% in the Study area and 40% in the County. • The population of San Clemente is nearly three fourths white, though the Study Area has a much higher proportion of its population that identifies as Hispanic or Latino.

SOCIOECONOMIC PROFILE
9A - 13
San Clemente Vision Plan 13
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Employment Profile
• The City has several dense employment centers, which are mostly retail and industrial. Two centers are in the Study Area: the San Clemente Outlets and the industrial park between Avenida Pico and El Camino Real. • The El Camino Real corridor has significant retail activity, especially food and beverage.
• Of all jobs in Orange County, 1.4% are located in San Clemente. Of those jobs, 4.4% are located in the Study Area.
• According to SCAG employment forecasts, job growth in the City is likely to lag the County’s rates. This trend is on par with historic growth trends. • Residents of the Study Area are mostly employed in and around the City.

Most people who work in the Study Area commute in from other areas. • In the Study area, just over 50% of the population travels under 30 minutes to work. This is on par with commute times at the County level, though the City’s population tends to have longer commutes. • Employment in the Study Area is primarily Accommodation and Food Services, which is prominent in the City and County as well.

EMPLOYMENT (2018) Study Area San Clemente Orange County Total Worker Population 983 22,072 1,536,307
Job Density (per sq. mile) 2,050 1,160 1,620
Annual Growth Rate
Historic (2012-2020)* 5.7% 1.4% 1.6%
Projected (2020-2040) - 0.3% 0.5%
Top Three Industry
Clusters
Accommodation and
Food Services (18.5%)
Administration &
Support, Waste
Management and
Remediation(16.4%)
Health Care and Social
Assistance (11.1%)
Professional, Scientific,
and Technical Services
(15.9%)
Accommodation and
Food Services (11.4%)
Manufacturing (10.1%)
Retail Trade (13.8%) Construction (10.6%) Accommodation and Food Services (9.5%)
Where do Employees in the Study Area Come From?
Worker Inflow-Outflow Where do Residents Living in the
Study Area Work?
EMPLOYMENT PROFILE (2010-2018)
Source: LEHD
Growth projections from SCAG
*Historic Growth for Study Area Calculated using LEHD Employment Data between 2010-2018. • The City has several dense employment centers, which are mostly retail and industrial. Two centers are in the Study Area: the San Clemente Outlets and the industrial park between Avenida Pico and El Camino Real. • The El Camino Real corridor has significant retail activity, especially food and beverage.
• Of all jobs in Orange County, 1.4% are located in San Clemente. Of those jobs, 4.4% are located in the Study Area.
• According to SCAG employment forecasts, job growth in the City is likely to lag the County’s rates. This trend is on par with historic growth trends. • Residents of the Study Area are mostly employed in and around the City.

Two centers are in the Study Area: the San Clemente Outlets and the industrial park between Avenida Pico and El Camino Real.
• The El Camino Real corridor has significant retail activity, especially food and beverage. • Of all jobs in Orange County, 1.4% are located in San Clemente. Of those jobs, 4.4% are located in the Study Area.
• According to SCAG employment forecasts, job growth in the City is likely to lag the County’s rates. This trend is on par with historic growth trends. • Residents of the Study Area are mostly employed in and around the City. Most people who work in the Study Area commute in from other areas. • In the Study area, just over 50% of the population travels under 30 minutes to work. This is on par with commute times at the County level, though the City’s population tends to have longer commutes.
• Employment in the Study Area is primarily Accommodation and Food Services, which is prominent in the City and County as well.

SOCIOECONOMIC PROFILE
9A - 14
14 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Employment Trends
Percentage Change in Employment by Industry Clusters (2010-2018) • Orange County, the City, and the Study Area all experienced significant growth in number of jobs between 2010 and 2018. • The County lost the highest percentage of jobs in the Natural Resources industry cluster, as did the City.
• Construction experienced the most growth in the City and County, followed by Entertainment and Education and Medical.
• The City’s growth most significantly outpaced the County’s growth in Production, Distribution, and Repair, Retail, and Entertainment. It lagged the County’s growth in Government and Knowledge-Based jobs.

EMPLOYMENT TRENDS (2010-2018)
Source: LEHD

HQTA OPPORTUNITIES
• Through infill development, the Study Area, particularly along El Camino Real and Avenida Pico offer opportunities for unique, authentic main street development with a mix of retail, office, and residential opportunities.
• The Study Area’s current mix of businesses broken up by parking lots could be used for infill development, but small parcel size is likely a limiting factor.
• With the growth in medical employment, medical office could be an important tenant for commercial spaces on main streets. • With limited access to existing residential, the Study Area would benefit from innovative ways to increase foot traffic. These could include tourism initiatives and programming based around the bike trail.
• There are currently a number of proposed projects along El Camino Real, which include “The Gallery,” a commercial center, new restaurant construction, and new mixed-use development. • Development of one or more of these projects could help to create an anchor closer to the ocean and along El Camino Real to attract new visitors.

HQTA Opportunities
• Through infill development, the Study Area, particularly along El Camino Real and Avenida Pico offer opportunities for unique, dynamic street front development with a mix of retail, office, and residential opportunities.
• The Study Area’s current mix of businesses broken up by parking lots could be used for infill development, but small parcel size is likely a limiting factor. • With the growth in medical employment, medical office could be an important tenant for commercial spaces on main streets.
• With limited access to existing residential, the Study Area would benefit from innovative ways to increase foot traffic. These could include tourism initiatives and programming based around the bike trail.
• There are currently a number of proposed projects along El Camino Real, which include “The Gallery,” a commercial center, new restaurant construction, and new mixed-use development.
• Development of one or more of these projects could help to create an anchor closer to the ocean and along El Camino Real to attract new visitors. • There are potential opportunities for redevelopment of the underutilized industrial sites and self-storage site on Avenida Pico near its intersection with El Camino Real, though that redevelopment is unlikely to occur in the near future. There may be more near-term opportunities for redevelopment within the Calle de Los Molinos and Calle Valle industrial area.

SOCIOECONOMIC PROFILE
9A - 15
San Clemente Vision Plan 15
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan §¨¦5
FOCUS AREAS - Los Molinos, North Beach, and North El Camino Real Figure LU-4D
Los Molinos
North Beach and
North El Camino Real
0 250 500 1,000Feet
9/17/2015
City of San Clemente General Plan (Adopted 2014, Amended 2016) The San Clemente General Plan provides comprehensive, long-term goals and policies for achieving San Clemente’s Vision. It guides growth and development to achieve optimum results from the City’s physical, economic, environmental and human resources. See the Appendix for the General Plan land use map.

The General Plan identifies eight Focus Areas considered to have the most potential for change. Focus Area policies provide specific direction above and beyond those policies that are applicable Citywide. Additional direction is provided in the Zoning Code, Design Guidelines and applicable Specific Plans, and the California Coastal Act. The goals of the focus areas which overlap with the HQTA study area are summarized below:

Los Molinos Focus Areas
Los Molinos is primarily an industrial and commercial neighborhood located north of the western end of North El Camino Real, bounded on the east by Interstate 5, on the west by the Avenida Pico and Marblehead Coastal, on the north by Marblehead Coastal, and on the south by Los Obreros lane and residential neighborhoods. The area generally west of Calle Industrias and southeast of Avenida Pico is primarily an industrial area. It is envisioned as the heart of a thriving, creative business incubator district that builds upon its industrial and surf heritage. The largely commercial area east of Calle Industrias and adjacent to Interstate 5 is envisioned as an institution-anchored employment center offering learning, employment and housing opportunities.
• Goal: A vibrant business incubator district that respects, protects, and builds upon the area’s eclectic character and land uses, and that provides new educational and employment opportunities for San Clemente’s residents and employees.

North Beach/North El Camino Real Focus Area
The North Beach/North El Camino Real Focus Area is a unique, community- and coastal visitor-oriented entertainment hub and recreation area. It is an important City gateway along the historic El Camino Real/Pacific Coast Highway from beach cities to the north. The area’s on-going revitalization is based on the community’s desire to preserve and enhance its key assets. The Area’s assets include: views of the ocean, convenient beach access, a rich inventory of historic buildings, access to passive and active recreational amenities and numerous visitor-serving shops and services.
• Goal: Re-establish and maintain a vibrant community- and visitor-serving, mixed use entertainment center which capitalizes on its proximity to the beach and significant historic resources.

Focus Areas

PREVIOUS PLANNING EFFORTS
Source: City of San Clemente General Plan
9A - 16
16 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan West Pico Corridor Specific Plan (Adopted 1997, Revised 2016) PREVIOUS PLANNING EFFORTS The West Pico Corridor is an area stretching from the northern edge of North Beach Village to the San Diego Freeway (I-5). The West Pico Corridor encompasses approximately 80 acres of various land use designations, mostly developed with public and private land uses and structures. The Avenida Pico/I-5 interchange provides the primary access to the West Pico Corridor. Avenida Pico is heavily used by tourists and beach-users, and therefore, is significant in the public’s perception of the quality and character of the City. The Pico commercial and Los Molinos industrial areas are planned to develop into an integrated commercial, business and industrial hub, providing an employment center and tax base for the City. The majority of individually owned land parcels range in size from 5,000 to 20,000 square feet. The irregularity of the parcels, combined with the multiple ownerships presents a challenge to new development or re-use of the properties in the area.

Three distinct areas comprise the West Pico Corridor: 1) the Pico Community Commercial Area; 2) the Los Molinos Industrial Area; and 3) the City Corporate Yard/Water Reclamation Plant.

West Pico Corridor Areas
Pico Community Commercial Area
Both sides of Avenida Pico from Calle de Los Molinos to the I-5 freeway are included in this area which contains approximately twenty-four (24) acres of land. It is chiefly comprised of mixed commercial uses with some vacant parcels, light industrial land uses, and the San Clemente Post Office.

Los Molinos Industrial Area
This area, located between North Beach Village and the Pico Community Commercial Area, encompasses approximately thirty-five (35) acres of land. Existing land uses include a variety ranging from heavy industrial (auto towing, auto wrecking, and a concrete batch plant) to light industrial (predominantly manufacturing, auto repair, trades, and contracting), and some retail businesses.

City Corporate Yard/Water Reclamation Plant
This 20 acre area west of the Los Molinos Industrial Area along Avenida Pico is owned by the City of San Clemente and is occupied by the City’s maintenance yard and water reclamation plant.

Chapter 1 - Introdu
Chapter 2 - Goals and Policies

7. Establish local procedures, requirements and programs to mitigate the impacts of local development on regional environmental resources; including, air quality management, traffic congestion management, jobs-housing balance, hazardous waste management, water and energy conservation, water quality control, noise abatement and coastal protection. (G P Policy 1.32.1)
C. Land Use Designations
Permitted uses and density for General Plan land use categories depicted on Figures 1-1 thru 1-4 shall be as follows: (General Plan Table 1-3) TABLE 2-1

LAND USE TYPICAL PRINCIPAL USES FAR HEIGHT
NC2
Neighborhood
Commercial
Retail commercial, eating and
drinking establishments,
household goods, food sales,
building materials, professional
offices, personal services,
recreational commercial, tourist,
and cultural facilities

0.35 2 Stories
CC2
Community
Commercial
Same uses as NC2 with possible
auto center

0.50 3 stories
I2
Light
Industrial
Light manufacturing, business
park, professional offices,
supporting retail, restaurants,
financial

0.50 3 Stories if
third is
limited to
office only
I3
Heavy
Industrial
Heavy manufacturing and related
uses

0.75 2 Stories
P
Public
Governmental, utilities, schools,
parking, parks
NA NA
NOTES: FAR refers to Floor Area Ratio
Refer to Chapter 5 for detailed lists of permitted uses.

West Pico Specific Plan Area Boundary
Land Use Table
Source: West Pico Corridor Specific Plan
9A - 17
San Clemente Vision Plan 17
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Marblehead Coastal Specific Plan (Adopted 1998, Revised 2007) PREVIOUS PLANNING EFFORTS The purpose of this Specific Plan is to implement the City’s General Plan and be responsive to the goal of preserving San Clemente’s unique atmosphere, historical identity, and significant natural features. The portion of this specific plan area which overlaps with the HQTA study area has been identified as a regional commercial shopping center along Avenida Vista Hermosa, with some privately-owned open space along Avenida Pico.

Objectives
• Provide for a variety of land uses within the Specific Plan area capable of generating significant new tax revenues to the City.
• Promote regional commercial uses to generate sales tax revenues. • Enhance existing and future public access to the coast • Enhance future public recreation opportunities along the shoreline by providing upland recreation and visitor-serving areas designed to support recreational use of public beaches in the City
• Provide for new or future residential development
• Provide for viable long-term protection and enhancement of on-site wetlands and native vegetation
• Manage on-site habitat resources restored and protected as a part of the specific plan • Design new land uses and related infrastructure in a manner that will protect nearby marine resources and beaches
• Assure long-term bluff stability to protect public safety and the public access function of El Camino Real
• Phase new development in step with provision for infrastructure facilities and services needed to support this development, to protect public access to the coast, and to fund long-term management of preserved and restored on-site habitat resources Specific Plan Map
Source: Marblehead Coastal Specific Plan
9A - 18
18 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK
9A - 19
Part 3
Outreach
Input from key stakeholders was an essential component of the research and analysis presented in Part 4 (Opportunities and Constraints), and ultimately Part 5 (Vision).

Outreach Presentation: September 1, 2021
9A - 20
20 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Outreach Presentation: September 1, 2021 STAKEHOLDER INTERVIEWS On September 1, 2021 the Project Team and City of San Clemente gave a presentation to local stakeholders on the planing process for the HQTA program and presented the existing conditions. In accordance with social distancing guidelines in response to the Covid-19 pandemic, this meeting was conducted virtually. Much of the content presented at this meeting has been summarized in Parts 1, 2, and 4 of this document.

The consultant team facilitated a design charrette that captured feedback from the community and the City of San Clemente on existing conditions, opportunities and constraints, and the overall vision for the HQTA study area, with the primary objective being to continue community discussion regarding development opportunities for the defined HQTA study area, its character, and sense of place.

Gruen prepared and delivered a 1.5-hour virtual presentation to discuss project goals, findings from the Opportunities and Constraints Analysis, and engaged participants for the virtual visioning exercise for the proposed Major Development Areas (MDA) defined in the opportunity and constraints analysis. The participants were key stakeholders and community members identified by the City. The exercise was presented in the following format:

Introduction
• Introduction to the HQTA Analysis program including SCAG’s goals for reducing VMT and GHG emissions, boosting transit ridership, walking and biking, and encouraging the intensification of jobs and housing within HQTAs.
• Overview of existing planning documents for the HQTA study area. • Identification of MDAs around which the interactive charrette was focused.

Interactive Charrette
Part A
• For each MDA, participants were shown photos of existing conditions followed by a map which synthesizes key opportunities and constraints.
• Participants will be invited to suggest any opportunities/constraints not shown on the maps. As new items are suggested, a consultant team member will annotate the map and take notes.
• Participants will be shown potential improvements illustrated using components from the HQTA Toolkit and keyed to a Synthesis Map, exploring a range of considerations about density, land use, economic feasibility, infrastructure investments, and traffic and parking implications.

Part B
• After the MDAs have been introduced, the Consultant led a discussion encouraging the group to consider the constraints and opportunities identified in each component when exploring land use alternatives.
• Questions were posed to the community to efficiently solicit input on the various components (land use, density, etc.) of each MDA categorically to confirm assumptions, proposed conditions, and open up discussion on opportunities and constraints. • The outreach strategies and input from community members are summarized below per each MDA:

North Beach Train Station Area
• It is considered a higher-growth area for medical and industrial related uses. • The local trolley service restarted in the summer of 2021. • There is a potential for additional entertainment in support of economic development. • The area should support the existing arts and historic cultures. • Recreation is a critical component in the community which should be further enhanced throughout the MDAs.
• Breweries and bars should be considered.

El Camino Real & Calle de los Molinos
• Additional crosswalks, including mid-block crossings are needed along El Camino Real for stronger pedestrian connections.
• The south side of El Camino Real has on-street parallel parking but there is a concern for safety due to tight dimensions and blurred relationship to adjacent traffic lane. Bulb outs or clearly marked parking spaces would help reinforce public safety and streetscape improvements.
9A - 21
Part 4
Opportunities and
Constraints Analysis
The opportunities and constraints are viewed through the lens of High Quality Transit Areas and the principles of transit-oriented communities.

Mobility
Land Use
Urban Design
9A - 22
22 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Mobility OPPORTUNITIES & CONSTRAINTS
1 2
San Clemente Metrolink Station and Tracks San Clemente Trail Constraints
Physical Barriers: Major physical barriers are the railroad tracks adjacent to the ocean, the protected canyons to the north of Avenida Pico, hilly terrain throughout the area, and the flood control channel.

Superblock: Blocks that are over 300 feet long in at least one dimension are not pedestrian friendly for adjacent properties as it takes much longer for pedestrians to reach their destination on-foot. Although the pedestrian environment within the Outlets at San Clemente (Outlets) is pleasant and inviting, the Outlets parking lot is a barrier for pedestrians walking from the Outlets to other uses in the study area.

High Traffic Volume Corridors: These corridors have high traffic volumes and vehicle-pedestrian/cyclist collisions. Improvements have been made to Avenida Pico and Avenida Vista Hermosa to traffic calm these areas and improve the bicycle environment. Additional pedestrian improvements are needed along Avenida Pico.

To incorporate bike lanes along El Camino Real, the tight right-of-way and narrow adjacent properties may require trade-offs such as repurposing travel lanes and on-street parking.

Opportunities
Regional Access: The Metrolink station is served by the Orange County Line from Oceanside to Los Angeles and the Inland Empire-Orange County Line that terminates in San Bernardino providing access to many points in Southern California. Union Station in downtown Los Angeles, which is projected to have over 200,000 passengers, can be reached in a little over 2 hours from San Clemente.

North Beach Trail and the San Clemente Beach Trail: North of the station, the North Beach Trail and the Class I bike lanes along both sides of the two lane El Camino Real enhance recreational character and mobility by providing excellent pedestrian and bicycle access to the Metrolink station and visitor serving uses along the beach. The San Clemente Trail provides pedestrian access south of the station.

There is potential to connect pathways through the station parking lot and to new bike lanes on El Camino Real South. The study area can be transformed further into a multimodal facility.

Pedestrian and bike improvements along major vehicular streets: The HQTA station area has excellent vehicular and pedestrian access from major roadways including Avenida Pico, El Camino Real, and Avenida Vista Hermosa. Avenida Pico has Class II bike lanes leading to the transit station while Avenida Vista Hermosa has buffered bike lanes leading from the Outlets to Avenida Pico. Although bike lanes are missing from the southern portion of the four lane El Camino Real, potential exists for including these to further enhance access. Additional pedestrian crossings would also improve access.

Transit Priority Corridors and Stops: Avenida Pico, Avenida Vista Hermosa, and El Camino Real have existing local bus and trolley services and have the potential for transit amenities (i.e. bus shelters, signage, etc.) that raise the convenience and appeal of public transit. The existing trolley that connects the transit station with the Outlets has the potential to also connect other uses in the corridor.

Flood Control Channel: A pedestrian or bicycle pathway may be feasible with this channel to further connect existing and future land uses. 9A - 23
San Clemente Vision Plan 23
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Mobility OPPORTUNITIES & CONSTRAINTS
3 4
5 Pedestrian environment along El Camino Real varies
Streetscape along Avenida Pico
Bicycle lanes and pedestrian improvements on Avenida
Vista Hermosa
X

EL CAMINO REAL

AVENIDA PICO

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

CLE PUENTE

VIA G ALIC IA
A

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE
CALLE

LOS OBRER OS

VIA MURCIA

PARK ACCESS

AVENIDA ESTACION

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUEN

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDO

BUENA VISTA

PORT AL
San Clemente Station Area H
HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Study Area Parcels
0 500 1,000 2,000
Feet
1 4
3 5
2 El Camino Real
Avenida Vista Hermosa
Avenida Pico
Avenida Aragon
Avenida De La Grulla
Calle de Los Molinos
Calle de Los Molinos
Data Sources: Orange County, SCAG, City of San Clemente 9A - 24
24 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Land Use OPPORTUNITIES & CONSTRAINTS
Constraints
Coastal Zone Requirements: Most of the study area is within the coastal zone which historically gives priority to visitor serving uses around the station and beach area instead of traditional transit oriented development such as housing, retail, and other uses. These coastal requirements also add additional regulatory review to those of the City.

Limited area for development: The potential protected area to the north and the Pacific Ocean to the south limits the land available for development within walking distance to the station. In addition there are few vacant parcels in the study area.

The reclamation plant which occupies a large part of the frontage along Avenida Pico can not be relocated.

City Plans and Requirements: In addition to the coastal requirements, there are multiple specific plans and overlay districts in the study area plus parking requirements not consistent with transit oriented development which could give priority to transit and active transportations in order to reduce driving, reduce green house gases, and promote healthy living. Some of these planning and parking requirements need updating. A proposed hotel was challenged by Coastal restrictions for blocking views to the ocean.

Specific Plans: Marblehead Coastal SP, West Pico Corridor SP Overlay Zones: Architectural-Pedestrian, Architectural, ArchitecturalAffordable Housing, Professional Business, Architectural-Mixed UsePedestrian, Pedestrian 3 Transit Parking Area: The City owns the transit parking lot and station. In the early 2000s there was a proposal for underground parking and commercial uses but this was rejected at that time. There are view corridor, height, and connectivity considerations for development at this lot.
4 Small Parcels: Small parcels along Calle de Los Molinos and El Camino Real make mixed use development difficult unless multiple parcels are consolidated and parking regulations are reduced.
5 Historic District: In December 2020 an area near the transit station was designated as a historic district which may limit new development but will add to the unique character and visibility of this district.

Protected land and housing along Avenida Pico & Vista Hermosa Water reclamation plant
Transit parking area
1 2
3 9A - 25
San Clemente Vision Plan 25
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Land Use OPPORTUNITIES & CONSTRAINTS
6 1
2 4
4 4
5 Historic character: Casino San Clemente
Call de Los Molinos: small parcels with a mix of industrial and residential uses
Historic character: Ole Hanson Beach Club
X

EL CAMINO REAL

AVENIDA PICO

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

CLE PUENTE

VIA G ALIC IA
A

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE
CALLE

LOS OBRER OS

VIA MURCIA

PARK ACCESS

AVENIDA ESTACION

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUEN

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDO

BUENA VISTA

PORT AL
San Clemente Station Area H
HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Study Area Parcels
0 500 1,000 2,000
Feet
3 5
6 El Camino Real
Avenida Vista Hermosa
Avenida Pico
Avenida Aragon
Avenida De La Grulla
Calle de Los Molinos
Calle de Los Molinos
Data Sources: Orange County, SCAG, City of San Clemente 9A - 26
26 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Land Use OPPORTUNITIES & CONSTRAINTS
Opportunities
Regional and Local Facilities: The station, beach, and Outlets are all regional destinations/attractions accessible by train, bike, pedestrian, and bicycle modes.

Local mix of uses including visitor serving uses, housing, live/work, retail, restaurants, and other uses can add to the walkability, livability, and economic health of the study area.

Major Development Opportunity Sites: These sites and parking lots offer opportunities to provide a mix of uses and transit oriented development. 1 2
3 4
5 ( 1 ) Outlets parking lot; ( 2 ) Pico Plaza
and lots adjacent to Avenida Pico; ( 3 )
Farmer’s market site in historic area;
( 4 ) U-Haul; ( 5 ) Site at El Camino Real
& Avenida Pico
Secondary Redevelopment Opportunities: These sites along El Camino Real and within the Los Molinos area offer opportunities for smaller scale infill development.

Planned / In Construction Uses: Uses planned or under construction in the study area include a food hall, converted theater event space, and a bed and breakfast.

Park / Community Institutions: These existing neighborhood serving uses increase the social capital of the area and should be preserved. 6 7
8 9
( 6 ) Pico Park on Avenida Pico has ocean views; ( 7 ) Ole Hansen Beach Club:
public pool and event space in afternoons and evenings; ( 8 ) Sea Summit Ocean View Park provides a bicycle trail and private trail open to the public that provides access from the Outlets to the station; ( 9 ) San Clemente Beach Trail 10 West Pico Specific Plan and Pico Plaza Rehabilitation: This auto-oriented subarea needs more integrated pedestrian-friendly development that connects uses to pedestrian pathways and bike lanes along Avenida Pico and the flood control channel leading to the station. Transit supportive uses could include destinations such as a food hall, multi-family residential with a park-like character, employment, and retail/entertainment. The entrance roadway needs a redesign to provide bike and pedestrian links.
11 El Camino Real Infill: Small parcels fronting on El Camino Real can be selectively infilled with new developments through lot consolidation and reduced parking requirements. The area already contains restaurants with outdoor spaces, small hotels, some retail and offices located along the sidewalks. There are opportunities to reducing the auto-oriented uses such as sites with parking along the sidewalk and auto/industrial uses.
12 Calle de Los Molinos Infill: This area is primarily light and heavy industrial with some retail, office, and residential. There are opportunities for lot consolidation, though additional shared parking may be needed.
9A - 27
San Clemente Vision Plan 27
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Land Use OPPORTUNITIES & CONSTRAINTS
10 11
12 Calle de Los Molinos
El Camino Real
Pico Plaza
X

EL CAMINO REAL

AVENIDA PICO

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

CLE PUENTE

VIA G ALIC IA
A

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE
CALLE

LOS OBRER OS

VIA MURCIA

PARK ACCESS

AVENIDA ESTACION

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUEN

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDO

BUENA VISTA

PORT AL
San Clemente Station Area H
HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Study Area Parcels
0 500 1,000 2,000
Feet
1 2
3 4
5 6
7 9
8 10
11 12
Avenida Pico
Avenida Aragon
Avenida De La Grulla
Calle de Los Molinos
Calle de Los Molinos
Data Sources: Orange County, SCAG, City of San Clemente El Camino Real
Avenida Vista Hermosa
9A - 28
28 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Urban Design OPPORTUNITIES & CONSTRAINTS
Constraints
Constrained ROW: Calle de Los Molinos has constrained ROW, lots of occupied on-street parking, and a variety of uses not always compatible with each other, making it difficult to include an attractive streetscape and active transportation.

Access and Visibility to Pico Plaza: The entrance roadway Via Pico Plaza from Avenida Pico into Pico Plaza Shopping Center has narrow sidewalks and is not inviting. The two story vacant building and post office do not reflect the character of the shopping center.
1 Entrance road to Pico Plaza
2 Vacant office
3 Post office fencing Avenida Pico
4 Pico Plaza sign & landscaping on Avenida Pico
Limited Pedestrian Crossings: Large heavily traveled streets with narrow sidewalks and difficult pedestrian crossings at Avenida Pico and El Camino Real.

The intersetcion of Avenida Pico and El Camino Real with its four travel lanes and three turn lanes could use a pedestrian refuge.

Architecture Overlay: New structures in the area have design guidelines to encourage traditional architecture.

Opportunities
Transit Station Environment: The transit station has seating and other amenities but could include more information about the Metrolink access and a neighborhood map to attractions in the area. This could be accomplished with a digital kiosk.

Historic Resources: Preserving the historic buildings in the recently designated historic district and reusing them for cultural and business activities including events adds to the vitality of the station area.
5 Restaurant with historic character
6 Casino
Streetscape Improvements and Greening / Environmental Benefits:

Street trees implemented near the sidewalk curb along major streets, wherever possible, provide a sense of protection for the pedestrian and shade the pathway.

Landscaping and park-like atmosphere throughout can provide environmental benefits. Additional marked pedestrian crossings and wider sidewalks along major arterials to calm traffic and for safety should be considered. 7 Sea Summit
8 Avenida Vista Hermosa
Gateways: Key entry points into the area that, if enhanced, can distinguish the area from surrounding neighborhoods with a greater sense of place.

Quality of New Development: New developments such as the Sea Summit Housing, its open space, and landscaping of the streetscapes as well as the outdoor malls at the Outlets can set the character for new projects in the study area but with a more compact character reflective of a transit-oriented area. 9A - 29
San Clemente Vision Plan 29
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Opportunities URBAN DESIGN
9 10
11 Transit Station Environment
Housing character near transit station
Avenida Pico is a wide street at intersection
X

EL CAMINO REAL

AVENIDA PICO

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

CLE PUENTE

VIA G ALIC IA
A

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE
CALLE

LOS OBRER OS

VIA MURCIA

PARK ACCESS

AVENIDA ESTACION

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUEN

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDO

BUENA VISTA

PORT AL
San Clemente Station Area H
HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Study Area Parcels
0 500 1,000 2,000
Feet
Data Sources: Orange County, SCAG, City of San Clemente 9 1
2 3
4 7
8 6
5 10
11 Avenida Pico
Avenida Aragon
Avenida De La Grulla
Calle de Los Molinos
Calle de Los Molinos
El Camino Real
Avenida Vista Hermosa
9A - 30
30 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 31
Part 5
Vision
A - Overview
Vision Plan Goals
Framework Plan
Pilot Project Area - 2048 Potential Buildout
Priority Projects
B - Land Use Strategy
Development Opportunity Sites
Building Typologies Concept Plan
Major Development Areas
C - Infrastructure & Public Realm Strategy
Public Realm Improvements Map
Public Realm Improvements Map
Corridor Plans
9A - 32
32 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 33
Part 5
Vision

A - OVERVIEW
Vision Plan Goals
Framework Plan
Pilot Project Area - 2048 Potential Buildout
Priority Projects
9A - 34
34 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Vision Plan Goals
The San Clemente HQTA Vision Plan will compliment the excellent historic urban fabric to foster an economically vibrant, attractive neighborhood centered around the Metrolink station. To ensure the appropriate balance of neighborhood preservation, environmental sustainability, and promote walking, biking, and the use of transit, the plan is founded on the goals described below. These goals were developed through a synthesis of adopted City initiatives, stakeholder interviews, and the opportunities and constraints analysis outlined in Parts 2 through 4 of this document. Initiatives and next steps that will help to carry through the goals of the plan are presented in Part 6 (Implementation Plan).

Goal #1: Promote safety, collision reduction, and expanded economic vitality with pedestrian improvements to critical corridors
El Camino Real is a busy corridor lined with various commercial uses, with blocks that have long spans between pedestrian crossing points. Introducing new midblock crossings will make it easier for visitors to patronize businesses on either side of El Camino Real, and are a first step to creating a “park once” district, where key destinations are within walking distance from each other. Additionally, the street could be improved by the inclusion of pedestrian amenities such as curb extensions and additional landscaping.

Goal #2: Encourage economic development through focused redevelopment projects
With limited vacant parcels and because many parcels along major streets are relatively narrow, future development in the HQTA will likely be infill development or repurposing of surface parking lots.

Goal #3: Identify select locations where infill housing may be incorporated to balance commercial and non-commercial uses in the area
Housing would be focused in areas that are further inland, and would be near activity centers to provide the necessary customer and employee demand to support new commercial and office development.

OVERVIEW
Portion of El Camino Real with landscaped parkway, on-street parking, and engaging building frontages 9A - 35
San Clemente Vision Plan 35
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan The Vision Plan enhances HQTA’s sense of
place through development, streetscape, and
infrastructure improvements in four unique
districts: Transit Station District, Pico Plaza
District, Central District, and Outlets District.

These investments aim to boost ridership,
create livable, walkable neighborhoods, and
reduce congestion and greenhouse gas
emissions.

New developments and streetscape
enhancements will be oriented toward
the critical gateways identified at the
intersections shown in the figure to the right.

These gateways could include landscaping,
public art installations, and signage to
welcome visitors to the area, and will serve
as visual markers to reinforce the HQTA as a
walkable destination within the City.

Framework Plan OVERVIEW
Districts
Areas within the Pilot Project Area that
are envisioned in the buildout scenario
to contain similar building densities and
typologies.

Transit Station District
Pico Plaza District
Central District
Outlets District
Corridors
Roadways with envisioned traffic
calming, pedestrian amenities, or other
improvements.

C 1 El Camino Real
C 2 Calle de Los Molinos
C 3 Via Pico Plaza
Major Development Areas (MDA)
Focused areas of development proposed
in the buildout scenario with clusters of
complementary priority projects which may
catalyze the envisioned development.

MD 1 Transit Station Area Infill
MD 2 El Camino Real Infill
MD 3 Los Molinos Industrial Village
MD 4 Pico Plaza Infill
MD 5 Outlets Infill
MD 4
MD 5
MD 2
MD 3
MD 1
N
9A - 36
36 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Pilot Project Area - 2048 Potential Buildout OVERVIEW
The Land Use Strategy details an illustrative Cumulative Land Use Mix and Buildout Potential development buildout scenario that takes into
account adopted land use regulations and
parking requirements, and modifies densities
and typologies when necessary to achieve
SCAG’s TOD goals for HQTAs. This 30-year
Vision Plan presents a buildout scenario that
allows for flexibility and recognizes that a
number of factors will affect type and location
of future developments. The ultimate buildout
will be determined through a specific plan(s)
update and further discussions with property
owners and interested developers.

Major Development Area Total Retail Office Residential Parking Sq. Ft. Sq. Ft. Sq. Ft. Sq. Ft. Units Stalls
MD 1 Transit Station Area Infill 15,800 7,900 7,900 - - TBD MD 2 El Camino Real Infill 30,600 15,300 15,300 - - 75 - 100 stalls MD 3 Los Molinos Industrial Village 141,300 21,195 84,780 35,325 39 TBD MD 4 Pico Plaza Infill 192,800 48,200 48,200 96,400 88 450 -500 stalls MD 5 Outlets Infill 231,100 34,665 69,330 127,105 116 350 - 400 stalls * These numbers represent the square footage and units proposed by this Vision Plan by the year 2048 and does not include existing square footages or units.

Avenida Pico
El Camino Real
Via Pico Plaza
Avenida Vista Hermosa
N
MD 4
MD 5
MD 2
MD 3 MD 1
9A - 37
San Clemente Vision Plan 37
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Priority projects are targeted infrastructure
or public realm improvements that could
catalyze development and private investment
in the Pilot Project Area. Most projects
would be completed as part of a Corridor
improvement, though some projects may
be on private property. Funding sources
for each priority project type and a priority
project phasing strategy are provided in Part
6 (Implementation).

Priority Projects OVERVIEW
Avenida Pico
El Camino Real
Via Pico Plaza
Avenida Vista Hermosa
Calle de Los Molinos
BP 2
BP 3
BP 4
BP 5
BP 6
BP 8
BP 9
BP 10
BP 11
BP 8
BP 8
BP 7
PT 1
PT 2
PT 4
PT 4
PT 3
N
Bicycle and Pedestrian Projects
BP 1 Calle Deshecha / Avenida Pico
Intersection Improvements
BP 2 El Camino Real / Boca de la
Playa Intersection Improvements
BP 3 El Camino Real / Calle de
Los Molinos Intersection
Improvements
BP 4 El Camino Real / Calle Los Bolas
Intersection Improvements
BP 5 El Camino Real / Avenida De La
Grulla Intersection Improvements
BP 6 Calle de Los Molinos / Calle Valle
Intersction Improvements
BP 7 Rincon Ct Extension
BP 8 Misc. Enhanced Crosswalk
Improvements
BP9 Via Pico Plaza / Avenida Pico
Intersection Improvements
BP 10 Via Pico Plaza Extension
BP 11 New Interior Roadways
Urban Greening & Environmental
Projects
UG 1 El Camino Real Tree Canopy
Gap Closure & Landscaping
UG 2 Via Pico Plaza Tree Canopy Gap
Closure & Landscaping
UG 3 Wayfinding Signage on Avenida
Pico
Parking and Transit Projects
PT 1 Shared Parking Structure at
Transit Station
PT 2 Shared Parking Structure at near
El Camino Real
PT 3 Parking Structure(s) at Pico
Plaza
PT 4 Parking Structure(s) at Outlets at
San Clemente
UG 1
UG 2
UG 3
BP 1
9A - 38
38 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 39
Part 5
HQTA Vision

B - LAND USE STRATEGY
Development Opportunity Sites
Building Typologies Concept Plan
Major Development Areas
MD 1 Transit Station Area Infill
MD 2 El Camino Real Infill
MD 3 Los Molinos Industrial Village
MD 4 Pico Plaza Infill
MD 5 Outlets Infill
9A - 40
40 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
This Vision Plan takes a holistic view of the
Pilot Project Area by incorporating planned
development projects and projects that are
under construction with additional lots that
would add substantial value to the Pilot
Project Area if redeveloped.

Primary Opportunity Sites
Primary sites will see the majority
of development in the near future
since they can be utilized for largescale, catalytic projects due to limited on-site barriers.

Secondary Opportunity Sites
Secondary sites provide
opportunities for smaller infill
developments, especially on corner
properties at key intersections, or
the adaptive re-use of buildings
with unique facades.

Tertiary Opportunity Sites
Tertiary sites have long-term
potential for redevelopment, but
have existing short-term barriers
such as parcels requiring lot
consolidation or negotiations
amongst private property owners.

Areas Not Considered
Opportunity Sites
These sites would require drastic
shifts in market or other conditions
to support redevelopment, and as
such are not considered suitable
for redevelopment in the immediate
future for the purposes of this plan.

Development Opportunity Sites
N
Avenida Pico
Avenida Aragon Avenida De La Grulla
Calle de Los Molinos Calle de Los Molinos
El Camino Real Avenida Vista Hermosa
9A - 41
San Clemente Vision Plan 41
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
The Building Typologies Concept Plan
outlines the proposed height, density,
intensity, and development guidelines
for key redevelopment areas in the Pilot
Project Area. Each of the building types
below, keyed to the plan at right, has a more
complete profile in the attached HQTA Toolkit
that shows a target range of building mass
and intensities. Additional building types or
different configurations of the illustrative plan
not listed below may be appropriate, as long
as the massing, design, and density targets
listed below are satisfied.

Building Typologies Concept Plan
Appropriate
Building Types
Bldg. Height
(stories)
Toolkit
Page
View the Toolkit to learn more about the
following building types. PDF: click to navigate.

Podium
Mid-Rise 2-4+ II-C-D-2
Flex/ Hybrid 2-4+ II-C-C-3
Commercial
Block/ Liner 1-3 II-C-C-3
Commercial
Block/ Liner up to 2 II-C-C-3
Townhouse/
Small Lot
Subdivision
up to 2 II-C-B-2
Live/ Work up to 3 II-C-B-3
N
Avenida Pico
Avenida Aragon
Avenida De La Grulla
Calle de Los Molinos
Calle de Los Molinos
El Camino Real
Avenida Vista Hermosa
9A - 42
42 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Base Buildout Model
The area surrounding the transit station could
see modest infill development in the future.

To respect the southward views to the ocean
and the topography of the area, the new
development would be 1- to 2-stories and
would occupy the vacant lots and parking
lots near the station. Surface parking would
be replaced with a shared public parking
structure. Spaces between buildings should
be designed with pedestrian amenities and
landscaping to encourage longer visits.

New Buildings
Parking Structure
Residential Units* 0 units
Land Use Mix*
Residential 0 sq. ft.

Office 7,900 sq. ft.

Retail 7,900 sq. ft.

Parking Capacity* TBD stalls
* All numbers represent the square footage and units
proposed by this Vision Plan by the year 2048 and does
not include existing square footages or units.

N
MD 1 Transit Station Area Infill
Example open plaza with seating areas and public art
2-story active use
1 2
3 1 New Mixed-use (retail + office)
2 New Public Open Space (for multiple
functions such as a farmer’s market)
3 New Entry Forecourt (outdoor dining,
sitting areas)
El Camino Real
9A - 43
San Clemente Vision Plan 43
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Expanded Buildout Plan
Option 1
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Mixed-use (retail + housing/office) 2 New Wrapped Parking Structure with Mixed-use (retail + housing/office)
3 New Transit Plaza 4 New Open Space serving Transit
Supportive Uses (cafe, outdoor dining,
restaurants, employment)
NN
MD 1 Transit Station Area Infill
Landscaped curb extension
Example transit plaza
Illustrative Expanded Buildout Plan
Option 2
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Mixed-use (retail + housing/office) 2 New Wrapped Parking Structure with Mixed-use (retail + housing/office)
3 New Transit Plaza 4 New Open Space serving Transit
Supportive Uses (cafe, outdoor dining,
restaurants, employment)
1 1
1 2
1 4
4 1
1 2
4 4
4 3
3 El Camino Real
El Camino Real
Avenida Pico Avenida Pico
Calle Deshecha
Calle Deshecha
9A - 44
44 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Base Buildout Model
Most of the parcels along El Camino Real
have been built out, however there are a few
vacant parcels and parking lots which could
support infill development. These parcels are
prime locations for new retail, restaurants,
or office space in mixed use structures with
some opportunity for housing on the second
story. Like MD 1 , development in this Major
Development Area would be 1- or 2-stories.

N
MD 2 El Camino Real Infill
Landscaped setbacks and parkways along major street
2-story development with rooftop amenity space
Paklet to activate street frontages in curb space
1 2
2 3
3 1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office).

Parking Structure to serve New Infill
along El Camino Real
2 New Mixed-use with Lot Consolidation
(retail + housing/office) and Limited
Surface Parking
3 New Open Space along El Camino
Real to serve Mixed-uses (cafe,
outdoor dining, restaurants,
employment)
Calle de Los Molinos
El Camino Real
Calle Valle
New Buildings
Parking Structure
Residential Units* 0 units
Land Use Mix*
Residential 0 sq. ft.

Office 15,300 sq. ft.

Retail 15,300 sq. ft.

Parking Capacity* 75 - 100 stalls
* All numbers represent the square footage and units
proposed by this Vision Plan by the year 2048 and does
not include existing square footages or units.
9A - 45
San Clemente Vision Plan 45
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
N
MD 2 El Camino Real Infill
Illustrative Expanded Buildout Plan
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office).

Parking Structure to serve New Infill
along El Camino Real
2 New Mixed-use with Lot Consolidation
(retail + housing/office) and Limited
Surface Parking
3 New Open Space along El Camino
Real to serve Mixed-uses (cafe,
outdoor dining, restaurants,
employment)
1 2
2 3
3 Calle de Los Molinos
El Camino Real
Calle Valle
9A - 46
46 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Base Buildout Model
The industrial uses along Calle de Los
Molinos are employment opportunities for
nearby residents. This Vision Plan envisions
most staying in place apart from several
contiguous parcels which could be broken
up to provide a roadway connection to Calle
Valle. This new development could add
additional greenspace to the area as well as
new retail or housing opportunities to help
activate the area.

N
MD 3 Los Molinos Industrial Village
1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office)
2 New Parking Court (serve Light
Industrial Mixed-use)
3 New Open Space (serve Light
Industrial Mixed-use)
4 New Street Connecting Calle Valle and
Rincon Ct
1 1
1 1
2 3
3 4
Calle de Los Molinos
Calle Valle
New Buildings
Parking Structure
Residential Units* 39 units
Land Use Mix*
Residential 35,325 sq. ft.

Office 84,780 sq. ft.

Retail 21,195 sq. ft.

Parking Capacity* TBD stalls
* All numbers represent the square footage and units
proposed by this Vision Plan by the year 2048 and does
not include existing square footages or units.
9A - 47
San Clemente Vision Plan 47
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
N
MD 3 Los Molinos Industrial Village
Illustrative Expanded Buildout Plan
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Mixed-use (light industrial +
housing/creative office) Flex Buildings
2 New Parking Court (serve Light
Industrial Mixed-use)
3 New Open Space (serve Light
Industrial Mixed-use)
4 New Street Connecting Calle Valle and
Rincon Ct
1 1
1 1
2 2
3 3
3 3
4 Calle de Los Molinos
Calle Valle
9A - 48
48 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Base Buildout Model
Pico Plaza could be reoriented to have
a stronger presence along the street. By
enhancing and extending Via Pico Plaza,
the Pico Plaza shopping center could see
increased traffic due to the improved visibility.

New infill development would range from
2- to 3-stories and would include parking
structures to replace the surface parking
spaces lost; a parking study would determine
whether the parking structure would be
needed in the short term buildout.

N
MD 4 Pico Plaza Infill
1 2
2 2
2 2
4 5
5 5
5 5
3 1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office)
2 New Mixed-use (retail + housing/office)
3 New Pico Plaza Park/Square
4 New Surface Lot/Open Space
5 New Streets & Loop Road
New Buildings
Parking Structure
Residential Units* 88 units
Land Use Mix*
Residential 96,400 sq. ft.

Office 48,200 sq. ft.

Retail 48,200 sq. ft.

Parking Capacity* 450 - 500 stalls
* All numbers represent the square footage and units
proposed by this Vision Plan by the year 2048 and does
not include existing square footages or units.
9A - 49
San Clemente Vision Plan 49
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
N
MD 4 Pico Plaza Infill
Illustrative Expanded Buildout Plan
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office)
2 New Mixed-use (retail + housing/office)
3 New Pico Plaza Park/Square
4 New Townhouses/Work-live
5 New Streets & Loop Road
6 New Surface Lot (parking underground
proposed at the existing hotel site)
7 New Open Space Courtyards serving
Mixed-use (cafe, outdoor dining,
restaurants, employment)
1 5
4 4
6 2
2 2
2 2
2 2
2 2
2 6
6 7
7 7
7 7
7 7
5 3
5 5
5 Avenida Pico
Via Pico Plaza
9A - 50
50 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
Illustrative Base Buildout Model
The Outlets at San Clemente is a major
destination in the area. This Vision Plan
envisions the relatively new Outlets
remaining intact, with additional development
of a similar style in the surface parking lots
along Avenida Vista Hermosa. Surface
parking lost to enable this development could
be replaced over time with additional parking
structures.

N
MD 5 Outlets Infill
1 1
1 1
1 1
1 1
1 4
4 5
5 4
4 4
3 1 New Mixed-use (retail + housing/office)
2 New Retail Pad
3 New Surface Lot/Open Space
4 New Open Space Courtyards serving
Mixed-use (cafe, outdoor dining,
restaurants, employment)
5 New Streets
Avenida Vista Hermosa
New Buildings
Parking Structure
Residential Units* 116 units
Land Use Mix*
Residential 127,105 sq. ft.

Office 69,330 sq. ft.

Retail 34,665 sq. ft.

Parking Capacity* 350 - 400 stalls
* All numbers represent the square footage and units
proposed by this Vision Plan by the year 2048 and does
not include existing square footages or units.
9A - 51
San Clemente Vision Plan 51
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

LAND USE STRATEGY
N
MD 5 Outlets Infill
Illustrative Expanded Buildout Plan
MDA Boundary
Streetscape/Pedestrian
Improvements (see “Infrastructure
And Public Realm Strategy” on page
59)
1 New Wrapped Parking Structure with
Mixed-use (retail + housing/office)
2 New Mixed-use (retail + housing/office)
with Parking in Podium Structure
3 New Plaza Park/Square
4 New Hotel
5 New Open Space Courtyards serving
Mixed-use (cafe, outdoor dining,
restaurants, employment)
6 New Streets & Loop Road
6 6
1 1
6 6 6
Avenida Vista Hermosa
9A - 52
52 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 53
Part 5
HQTA Vision

C - INFRASTRUCTURE AND PUBLIC

REALM STRATEGY
Public Realm Improvements Map
Key Toolkit Components
Corridor Improvement Projects
C 1 El Camino Real
C 2 Calle de Los Molinos
C 3 Via Pico Plaza
9A - 54
54 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan The HQTA Vision Plan recommends several
improvements to the public realm along
major corridors and near activity centers.

The improvements recommended in this
HQTA Vision Plan compliment improvements
previously recommended or constructed
by other adopted or proposed public realm
plans. The corridors this HQTA Vision
Plan focuses on either currently have or
have great potential for pedestrian and
vehicular traffic that may spur economic
development in the area. The types of
improvements recommended will help to
create a pedestrian-friendly, more walkable
environment along major corridors to
promote safety and encourage economic
activity along major streets.

Public Realm Improvements Map
N

INFRASTRUCTURE AND PUBLIC REALM STRATEGY
Metrolink Station and Corridor
½ Mile Radius (Metrolink Station)
Pilot Project Area
Potential Parking Structure
Location (not to scale)
Wayfinding Signage
Curb Extension + New/Enhanced
Crosswalk
Curb Extension + Pedestrian
Push Button (mid-block crossing)
+ New/Enhanced Crosswalk
New/Enhanced Crosswalk
Miscellaneous Street
Improvements
New Street or Street Extension
Street Trees, shade providing
(parkway, curb extension, or treelet)
Street Trees, accent (i.e. Palms)
Avenida Pico
El Camino Real
Via Pico Plaza
Avenida Vista Hermosa
Calle de Los Molinos
9A - 55
San Clemente Vision Plan 55
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan The recommended public realm
improvement projects incorporate a variety
of toolkit components from the HQTA Toolkit
(see Appendix). These components, such as
curb extensions, mid-block crossings, etc.
can be added to public right-of-way to serve
as traffic calming measures, beautification
elements, and safety enhancements.

The inclusion of these components could
accomplish the following objectives:
• Provide more pedestrian crosswalks with
curb extensions that are landscaped and
have new ADA-compliant curb ramps.
• Provide more high visibility crosswalks at
all intersections and at mid-block crossing
points.
• Provide bus bulbouts or landscaped curb
extensions at bus stops.
• Add street trees along major streets
where there are gaps.
• Add pedestrian-scaled lighting along
the street such as bell lighting as in
Downtown or other lighting that is
compatible with the Spanish Colonial
architectural style of the area.
• Include pedestrian refuges at major
intersections where center medians exist.

Key Toolkit Components INFRASTRUCTURE AND PUBLIC REALM STRATEGY Lane Width Reduction
Toolkit page II-A-4
Bicycle Lane
Toolkit page II-A-6
Enhanced Bus Stop
Toolkit page II-A-8 & II-A-27
Pedestrian Refuge Islands
Toolkit page II-A-12
Curb Extensions
Toolkit page II-A-13
Enhanced Crosswalk
Toolkit page II-A-15
Pedestrian Push Button
Toolkit page II-A-16
Pedestrian Push Button
Toolkit page II-A-18
Street Trees & Greenways
Toolkit page II-A-20 & II-A-22
Wayfinding Signage
Toolkit page II-A-25
See the Appendix for the full HQTA Toolkit document with detailed information on the toolkit components listed to the left including example imagery and high-level cost estimates. 9A - 56
56 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Existing Conditions
El Camino Real is a major east-west thoroughfare in the HQTA. The roadway has intermittent Washingtonia Robusta (Mexican Fan Palm) trees, but these trees are not placed consistently along the corridor’s length and do not provide shade for pedestrians. The roadway contains 4 travel lanes (2 in each direction) with on-street parking on both sides of the street at the curb except in areas near intersections. Bus stops along the corridor include benches and trash receptacles but not shelters. There are long stretches of the roadway without pedestrian street crossings.

El Camino Real is lined with a mixture of Spanish Colonial buildings that are (a) built to the property line, (b) set back approximately 5 feet from the property lined with landscaping between the building and the sidewalk, and (c) set back from the property line with off-street parking lots along the sidewalk. Buildings that are buffered from the sidewalk with landscaping provide a more comfortable pedestrian environment than buildings that are buffered by parking lots.

INFRASTRUCTURE AND PUBLIC REALM STRATEGY
Existing - Typical Section*
* Dimensions were estimated from aerial imagery. Official dimensions will require a street survey. Source: Google Maps.

Existing Condition: Decorated/brick sidewalk paving
Existing Condition: On-street parking with adjacent palm trees C 1 El Camino Real
9A - 57
San Clemente Vision Plan 57
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

INFRASTRUCTURE AND PUBLIC REALM STRATEGY
Proposed - Base Alternative, Key Locations Section**
Proposed - Option 1, Typical Section**
Proposed - Option 2, Typical Section**
Precedent: Washington Boulevard, Whittier, CA
** All cross sections to be refined through public/city input. ** All cross sections to be refined through public/city input. ** All cross sections to be refined through public/city input.

C 1 El Camino Real
Proposed Conditions
El Camino Real could be improved in a variety of ways. Existing on-street parking means that curb extensions can be introduced with limited disruption to existing street configuration except at key locations such as mid-block crossing points, intersections, and transit stops (see Base Alternative). Curb extensions may be simple extensions of the sidewalk to provide more area for a landscaped parkway, or treelets to introduce new, larger street trees where the 8 foot sidewalk would otherwise not permit, or bus bulbouts to provide more transit amenities at bus stops. Similarly, portions of the parking lane may be used for parklets in front of restaurants or other active uses to provide areas of outdoor dining or seating. Other considerations for El Camino Real may introduce bicycle lanes by re-striping the existing roadways (see Options 1 and 2). This may reduce on-street parking but would not necessarily require any adjustments to the curbs, and may increase foot traffic.

Base Alternative
• (4) travel lanes (10ft - 12ft each)
• (2) 8 ft on-street parking lanes
• Curb extensions at mid-block crossing points, intersections, and transit stops Option 1
• (4) travel lanes (10ft - 12ft each)
• (2) 6 ft class II bike lanes
• (1) 8 ft on-street parking lane
Option 2
• (2) 12 ft travel lanes
• (1) 10 ft center turn lane
• (2) 9 ft on-street parking lanes
• (2) 6 ft class II buffered bike lanes
9A - 58
58 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Existing Conditions
Calle de Los Molinos is a 2-lane north-south roadway which connects El Camino Real to Avenida Pico. There is on-street parking along both sides of the street and relatively narrow sidewalks on both sides of the street. The street has palm trees on either side but not at regular intervals. Filling in the gaps between the trees may be difficult due to the narrow width of the sidewalks.

Proposed Conditions
With limited potential right-of-way and pavement configurations, the envisioned improvements along Calle de Los Molinos focus on intersection improvements to promote walkability.

The street houses many employment uses (light industrial) as well as a park, so improving crossing conditions would be critical for connectivity in this area of the HQTA. By painting continental crossings at intersections with key cross streets such as Calle Valle (near the park) and Rincon Ct, pedestrians would be more visible to motorists as they cross the street.

Additionally, the intersection Calle Valle / Calle de Los Molinos intersection could benefit from curb extensions and a pedestrian push button to warn oncoming traffic along Calle de Los Molinos of pedestrians since north/southbound traffic do not have a stop sign. These pedestrian improvements will promote connectivity through the area and to the proposed redevelopment described in MD 3 .

C 2 Calle de Los Molinos
Existing - Typical Section*
* Dimensions were estimated from aerial imagery. Official dimensions will require a street survey. Source: Google Maps.

Calle de Los Molinos
Rincon Ct
Calle Valle

INFRASTRUCTURE AND PUBLIC REALM STRATEGY
9A - 59
San Clemente Vision Plan 59
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan C 3 Via Pico Plaza INFRASTRUCTURE AND PUBLIC REALM STRATEGY Existing Conditions
Via Pico Plaza is the roadway which provides access to the Pico Plaza shopping center and the Holiday Inn Hotel. The roadway has narrow sidewalks with little room for expansion into either the roadway or onto adjacent private property. With no on-street parking, there is limited space to include street amenities in the curb space area.

Proposed Conditions
The envisioned redevelopment of the Pico Plaza shopping center ( MD 4 ) would include an extension of Via Pico Plaza. The portion of the roadway that extends into the new Pico Plaza would employ traffic calming techniques such as the following key elements:
1 15’ sidewalks: Widened sidewalks in this area will provide the space necessary for increased foot traffic to adjacent shops as well as missing street furniture such as pedestrian-scale lighting and shade trees.
2 On-Street Parking: On-street parking will allow for pick-up and drop-off areas as well as convenient access to storefronts along Via Pico Plaza. 3 Reduced Travel Lanes: Reducing the number of travel lanes in this section from two in each direction to one in each direction will help to slow traffic and increase pedestrian safety.
4 Flexible Median: As this area would be an active mixed-use shopping district, the center lane would be flush to the pavement as opposed to a raised median like the existing condition of western portions of Via Pico Plaza. A staggered double row of palm trees could increase the visibility of the entrance to Pico Plaza. This will allow temporary road closures for events to utilize the entire paved area. Much of the center median would be decorated with pedestrian-scale lighting fixtures, movable planters and furniture. The center area would function similar to a parklet and would be protected form the adjacent travel lanes with removable bollards. Near intersections the median would become a turn lane.

These improvements would help to make the approach from Avenida Pico into an improved Pico Plaza more visible and inviting for both pedestrians and motorists.

Existing - Typical Conditions Photo
Proposed - Street Extension, Typical Section**
** All cross sections to be refined through public/city input.

Example roadway with a single lane of traffic in each direction, on-street parking, and a flexible center median 4 9A - 60
60 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

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9A - 61
Part 6
Implementation Plan
Policies, programs, initiatives, and partnerships will be key to the success of the plan. In addition, a customized financial strategy is included that targets funding streams to specific priority projects outlined in the Vision Plan.

Phasing and Financial Strategy
Metrics
9A - 62
62 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Overview PHASING AND FINANCIAL STRATEGY
Phasing and Financial Strategy
Priority projects have been organized by
Major Development Area (MDA) and relevant
corridor (if applicable). Priority projects fall in
the following categories:
• BP - Bicycle and Pedestrian
• UG - Urban Greening & Environmental
• PT - Parking and Transit
Phasing Strategy
The Implementation Plan generally identifies
the order by which priority projects, grouped
by MDA, can be approached between 2018
and 2048.

Cost Estimates
All order of magnitude cost estimates are
conceptual and assume no modifications
to utilities or escalation beyond 2018. Costs
of private property improvements have not
been estimated.

Major street reconstruction cost estimates
used an average per-mile cost of similar
precedents. Other cost estimates used
average unit costs for project elements in
similar precedent projects.

Metrics
The Implementation Plan uses the SCAG
2016 RTP/SCS to establish baseline
conditions and evaluates the impact of the
Pilot Project Buildout through a series of
metrics.

N
Avenida Pico
El Camino Real
Via Pico Plaza
Avenida Vista Hermosa
MD 4
MD 5
MD 2
MD 3
MD 1
BP 1 UG 1
UG 2
UG 3
BP 2
BP 3
BP 4 BP 5
BP 6
BP 8
BP 9
BP 10
BP 11
BP 8
BP 8
BP 7
PT 1
PT 2
PT 4
PT 4
PT 3
Calle de Los Molinos
9A - 63
San Clemente Vision Plan 63
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Major Development Areas 2018 ( 1-5 Years ) 2023 ( 5-10 Years ) 2028 ( 10-15 Years ) 2033 ( 15-20 Years ) 2038 ( 20-25 Years ) 2043 ( 25-30 Years ) 2048 MD 1 Transit Station Area Infill
MD 2 El Camino Real Infill
MD 3 Los Molinos Industrial Village
MD 4 Pico Plaza Infill
MD 5 Outlets Infill
Prioritization of Major Development Areas and Associated Priority Projects PHASING AND FINANCIAL STRATEGY MD 1
MD 3
MD 4
MD 5
MD 2
Avenida Pico
Avenida Pico
El Camino Real
El Camino Real
Via Pico Plaza
Avenida Vista Hermosa
Calle de Los Molinos
Calle de Los Molinos
9A - 64
64 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Priority San Clemente Funding Sources PHASING AND FINANCIAL STRATEGY Based on the list of priority projects identified in the Vision Plan, this section identifies priority funding sources and value capture mechanisms, customized for the San Clemente HQTA.

The priority funding list is drawn from a larger master list of funding sources, which is included in the HQTA toolkit. The master list contains additional information about each of the sources, including an overview of the funding source, eligibility criteria, description of the application process, and key considerations.

For the Vision Plan and its implementation strategy, the priority funding sources list, shown below, has been crafted to prioritize the resources that would be most applicable to projects identified within the Vision Plan based on ease of access to the funding resources, level of potential competition for the resources, and restrictive covenants associated with the resources.

Funding sources have also been presented by implementation phase. It may be helpful to strategically pursue funding for multiple projects at once by implementation phase. There are also a number of value capture sources that could be used on a district-wide basis to support multiple projects within each phase or across implementation phases.

It should be noted that the funding sources presented here represent those resources the City could potentially utilize to support implementation. However, the City should carefully consider its ability to mobilize these funds based on its existing capital plans, citywide budget, and other existing funding commitments.

Bicycle and Pedestrian
Funding Sources
District-wide Value Capture Mechanisms
Urban Greening & Environmental
Funding Sources
Parking and Transit
Funding Sources
Major Development Projects
Funding Sources
BP Active Transportation Program (ATP)
BP Surface Transportation Block Grant
BP Congestion Mitigation and Air Quality
Improvement Program (CMAQ)

VC TIF/ EIFD
VC Parking Fees/ Congestion Pricing
VC Community Facilities/ Special Assessment
District
ER Public-Private Partnership/ Joint
Development
ER CDBG – Community Development
AF Low-Income Housing Tax Credits
AF Affordable Housing and Sustainable
Communities (AHSC)
UG Urban and Community Forestry Program
UG Urban Greening Grant Program
UG Infill Infrastructure Grant Program (IIG)
PT SB-325 State Transit Assistance
PT SB-862 – Low Carbon Transit Operations
Program
PT Infrastructure State Revolving Fund
PT Buses and Bus Facilities Grant Program
VC Community Revitalization and Investment
Authorities
VC Developer Impact Fee
VC Bond/Debt Financing
9A - 65
San Clemente Vision Plan 65
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Priority Projects Cost Estimates and Funding Sources PHASING AND FINANCIAL STRATEGY MDA Corridor Priority Projects Cost Estimate*
(see Toolkit pg II-A-3)
Stakeholders Potential Funding Sources
Bicycle and Funding Projects
MD 1 n/a BP 1 Calle Deshecha / Avenida Pico Intersection Improvements
- Curb Extension
- Enhanced Crosswalk
$58k - $84k • City of San Clemente BP Active Transportation Program (ATP) BP Surface Transportation Block Grant
(FAST Act)
VC Special Assessment District
VC Development Impact Fees

VC EIFD
MD 2 C 1 BP 2 El Camino Real / Boca de la Playa Intersection Improvements
- Curb Extension
- Enhanced Crosswalk
$53k - $74k • City of San Clemente
BP 3 El Camino Real / Calle de Los Molinos Intersection Improvements
- Curb Extension
- Enhanced Crosswalk
$12k - $22k • City of San Clemente
BP 4 El Camino Real / Calle Los Bolas Intersection
Improvements
- Curb Extension
- Enhanced Crosswalk
$9.5k - $17k • City of San Clemente
BP 5 El Camino Real / Avenida De La Grulla Intersection Improvements
- Curb Extension
- Enhanced Crosswalk
- Pedestrian Push Button
$108k - $234k • City of San Clemente
MD 3 C2 BP 6 Calle de Los Molinos / Calle Valle Intersction Improvements
- Curb Extension
- Enhanced Crosswalk
- Pedestrian Push Button
$108k - $234k • City of San Clemente
n/a BP 7 Rincon Ct Extension
- New street segment with sidewalks
(**) • City of San Clemente
• Private Developers
9A - 66
66 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Priority Projects in Multiple Major Development Areas (cont.) PHASING AND FINANCIAL STRATEGY MDA Corridor Priority Projects Cost Estimate*
(see Toolkit pg II-A-3)
Stakeholders Potential Funding Sources
MD 3 C2 BP 8 Misc. Enhanced Crosswalk Improvements
- Calle de Los Molinos / Calle Valle intersection
- Calle de Los Molinos / Rincon Ct intersection
- Calle de Los Molinos / Avenida Pico
intersection
$25k - $50k • City of San Clemente BP Active Transportation Program (ATP) BP Surface Transportation Block Grant
(FAST Act)
VC Special Assessment District
VC Development Impact Fees

VC EIFD
MD 4 C 3 BP 9 Via Pico Plaza / Avenida Pico Intersection Improvements
- Enhanced Crosswalk
$5k - $10k • City of San Clemente BP Active Transportation Program (ATP) BP Surface Transportation Block Grant
(FAST Act)
UG CCI Grants - Urban and Communities
Forestry Grants Program
UG California Urban Greening Grant
Program
VC Special Assessment District
VC Development Impact Fees

VC EIFD
VC Joint Development
BP 10 Via Pico Plaza Extension
- New street segment with sidewalks and
street trees on either side
(**) • City of San Clemente
• Private Developers
MD 5 n/a BP 11 New Interior Roadways
- New private street segments with sidewalks
and street trees on either side
(**) • Private Developers
Urban Greening Projects
MD 2 C 1 UG 1 El Camino Real Tree Canopy Gap Closure &
Landscaping
- Shade trees in treelets/parklets
(***) • City of San Clemente UG CCI Grants - Urban and Communities Forestry Grants Program
UG California Urban Greening Grant
Program
VC Special Assessment District
MD 4 C 3 UG 2 Via Pico Plaza Tree Canopy Gap Closure &
Landscaping
- Palm trees at western end near Avenida Pico
(***) • City of San Clemente
9A - 67
San Clemente Vision Plan 67
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Priority Projects in Multiple Major Development Areas (cont.) PHASING AND FINANCIAL STRATEGY MDA Corridor Priority Projects Cost Estimate*
(see Toolkit pg II-A-3)
Stakeholders Potential Funding Sources
n/a n/a UG 3 Wayfinding Signage on Avenida Pico (***) • City of San Clemente BP Active Transportation Program (ATP) BP Surface Transportation Block Grant
(FAST Act)
VC Special Assessment District
VC Development Impact Fees

VC EIFD
Parking and Transit Projects
MD 1 n/a PT 1 Shared Parking Structure at Transit Station (**) • City of San Clemente • Private Developers
PT FTA Section - 5310, 5316, 5317
Programs
PT California Infrastructure State Revolving
Loan Fund (I-Bank)
PT Buses and Bus Facilities Grant Program
- 5539
PT Urbanized Area Formula Grants - 5307
VC Parking Fees
VC Special Assessment District
VC Development Impact Fees

VC EIFD
VC Joint Development
MD 3 n/a PT 2 Shared Parking Structure at near El Camino Real (**) • City of San Clemente • Private Developers
MD 4 n/a PT 3 Parking Structure(s) at Pico Plaza (**) • Private Developers MD 5 n/a PT 4 Parking Structure(s) at Outlets at San Clemente (**) • Private Developers * All rough order of magnitude cost estimates are conceptual and are based off of the estimates provided in the HQTA Toolkit. Estimates assume no modifications to utilities or cost escalation beyond 2019. ** Joint/Private property investment would require additional study to determine the cost. *** See the “Rough Order Of Magnitude (ROM) Cost Estimates For Complete Street Amenities” table in the HQTA Toolkit on page II-A-3 for estimates of individual unit cost. 9A - 68
68 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan Metrics Overview METRICS
El Camino Real
Avenida Pico
5 Avenida Vista Hermosa
!!7#
Legend
Study Intersections
Project Location
SCAG
High Quality Transit Area
San Clemente Vision Plan
Conejo School Rd
fo Canyon Rd
sgate Rd
8 Source: Iteris, SCAG 2016-2040 Regional Transportation Plan/ Sustainable Communities Strategy (2016 RTP/SCS) The San Clemente HQTA Pilot Project Vision Plan is made up of five major development areas (MDAs): Transit Station Area Infill, El Camino Real Infill, Los Molinos Industrial Village, Pico Plaza Infill, and Outlets Infill. The MDAs consist of or overlap with three SCAG Model TAZ’s (Tier 2 level).

The current 2040 SCAG Model scenario Socio-economic data (SED) is considered as the “No Build” (i.e., business as usual) condition for the purposes of evaluating the effectiveness of the HQTA Vision Plan on transportation metrics. The HQTA Vision Plan land use was converted to SED (households, population, employment) for use in the model, using industry standard factors. Residential dwelling units were used to calculate the estimated population, and office and retail square footage was used to calculate employment. The Vision Plan SED was then proportionally added to the appropriate TAZ’s based on the district, thus creating a 2040 With Vision Plan scenario, considered the “Build” scenario.

The following pages compare the No Build scenario to the HQTA Vision Plan using the following metrics: vehicular delay (in hours), transit mode share (in % of total travel trips), public transit usage, vehicular miles traveled (VMT), and vehicular hours traveled (VHT).

Vision Plan Outcomes
SCAG 2016 Tier 2 TAZ Boundaries
in non-freeway vehicular delay
(per capita)
10 - 15%
decrease
in transit mode share
(as a percentage of total travel trips)
- no change
in vehicular miles traveled (VMT)
(per capita)
15 - 20%
decrease
in vehicular hours traveled (VHT)
(per capita)
15 - 20%
decrease
As described, with the increased
density resulting from buildout of the
Vision Plans in the San Clemente
HQTA Pilot Project Area, several
long-range transportation benefits
enumerated in the 2016 RTP/SCS
have the potential to be achieved.

A comparison of the 2040 “Build”
versus “No Build” model results show
the following anticipated projections
for the HQTA with full buildout of the
Vision Plan:
9A - 69
San Clemente Vision Plan 69
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan SCAG Model Output Data METRICS
Socio Economic Data (input)
Households Population Retail
Employment
Non-Retail
Employment
2016 1,191 3,308 281 2,113
2040
(No Build)
1,139 3,080 442 3,886
2040
(Vision Plan)
1,382 3,760 696 4,630
Additional Factors which may Affect Outcomes
The estimates provided in the Implementation Plan are estimates, and actual numbers may increase or decrease due to a variety of factors. Additional investments in transit infrastructure, for instance, may increase public transit usage and decrease vehicular miles traveled. 51 hours
80 hours
59 hours
0 10
20 30
40 50
60 70
80 90
100
2016 2024 2032 2040
Non-freeway Vehicular Delay
Non-freeway vehicular delay is measured in
total hours, limited to the Pilot Project Area.

The San Clemente Pilot Project Area can
potentially achieve a 13% decrease in nonfreeway vehicular delay in hours total, and a 28% decrease in non-freeway vehicular
delay per capita by the year 2040 compared
to baseline delay projections.

Baseline HQTA Buildout
13%
decrease in
vehicular
delay
9A - 70
70 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan SCAG Model Output Data METRICS
Transit Mode Share
Transit usage estimates are limited to
the Pilot Project Area boundary. The San
Clemente Pilot Project Area can potentially
achieve a 3% increase in the proportion of
travel trips by public transit to other modes by
the year 2040 compared to baseline transit
usage projections.

Public Transit Usage
Transit usage estimates are limited to
the Pilot Project Area boundary. The San
Clemente Pilot Project Area isn’t anticipated
to see a significant change in public
transit origins and destinations by the year
2040 compared to baseline transit usage
projections.
3%
increase in
total travel
trips
- no change
in public
transit
usage
Baseline HQTA Buildout Baseline HQTA Buildout

2.0%
of trips

1.3%
of trips

1.9%
of trips

0.0%

0.5%

1.0%

1.5%

2.0%

2.5%
2016 2024 2032 2040
709
origins &
destinations
370
origins &
destinations
711
origins &
destinations
0 100
200
300
400
500
600
700
800
2016 2024 2032 2040
9A - 71
San Clemente Vision Plan 71
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan SCAG Model Output Data METRICS
Vehicular Miles Traveled (VMT)
VMT is measured in miles per capita.

The San Clemente Pilot Project Area can
potentially achieve a 18% decrease in
vehicle miles traveled per capita by the year
2040 compared to baseline VMT projections.

Vehicular Hours Traveled (VHT)
VHT is measured in miles per capita.

The San Clemente Pilot Project Area can
potentially achieve a 18% decrease in
vehicle hours traveled per capita by the year
2040 compared to baseline VHT projections.

Baseline HQTA Buildout Baseline HQTA Buildout
18%
decrease
in VMT per
capita
18%
decrease
in VHT per
capita

45.5 VMT

21.5 VMT

55.5 VMT
0 10
20 30
40 50
60 70
2016 2024 2032 2040

54.3 VHT

25.7 VHT

66.3 VHT
0 10
20 30
40 50
60 70
80 2016 2024 2032 2040
9A - 72
72 San Clemente Vision Plan
Executive Summary Station Area Profile Outreach Opportunities/Constraints Vision Implementation Plan

THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK
9A - 73
Appendix
A - Existing Conditions Inventory
B - HQTA Toolkit
9A - 74
74 San Clemente Vision Plan

THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK
9A - 75
Appendix A
Existing Conditions
Inventory
San Clemente HQTA Vision Plan
9A - 76
2 San Clemente Vision Plan

EXISTING CONDITIONS INVENTORY
X
§¨¦5

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Study Area Parcels
0 500 1,000 2,000
Feet
San Clemente HQTA Project Area
• The study area is
located within the City of
San Clemente
• The HQTA study area
for the San Clemente
Metrolink Station covers
the area east of the
station excluding much
of the adjacent hills and
includes all the parcels
within the West Pico
Corridor Specific Plan
as well as the outlets
north of the half-mile
station area.

Data Sources: Orange County, City of San Clemente
9A - 77
San Clemente Vision Plan 3
San Clemente Station Area EXISTING CONDITIONS INVENTORY HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
0 100 200 400
Feet
San Clemente Metrolink Station
• The study area is
anchored by the San
Clemente Metrolink
Station, one of two
Metrolink stations in the
City.
• The station provides
142 parking spaces (13
handicapped spaces)
• The costs for at the
lot are as follows: $1
per day for commuters
arriving prior to 9am,
$1.50 per hour for
commuters arriving after
9am, $50 for a resident
annual parking pass, or
$100 for a non-resident
annual pass.

Data Sources: Bing Imagery, Orange County, City of San Clemente, Metrolink Parking lot boundary
9A - 78
4 San Clemente Vision Plan
Activity Centers EXISTING CONDITIONS INVENTORY
53 Source: San Clemente Bicycle and Pedestrian Master Plan (2013) 1 Outlets at San Clemente
2 San Clemente Pier
3 Shorecliffs Golf Course
1 2
3 9A - 79
San Clemente Vision Plan 5
Demographic Profile EXISTING CONDITIONS INVENTORY
DEMOGRAPHICS (2018) Study Area San Clemente Orange County Total Population (2018)1 1,714 65,045 3,164,182
Population Density (Per Sq. Mile) 3,571 3,405 3,338
Annual Growth Rate2
Historic (2012-2020)* 1.3% 0.4% 0.8%
Projected (2020-2040) - 0.1% 0.3%
Total Households (2018) 1 766 24,530 1,032,373
Average HH Size 2.47 2.65 3.06
Annual Growth Rate2
Historic (2012-2020) 1.3% 0.4% 0.9%
Projected (2020-2040) - 0.1% 0.3%
Median Age3
0-17 Years 22% 21% 23%
18-64 Years 69% 61% 64%
64 Years and Over 9% 17% 14%
Jobs per Household4 1.3 0.9 1.5
Unemployment Rate3 5.9% 4.7% 5.1%
Median Household Income3 $62,573 $105,812 $85,398
Owner Renter
Study Area
33%
67%
Owner Renter
San Clemente
Single-Family Multi-Family
66%
34%
Owner Renter
Orange County
57%
43%
HOUSING TENURE (2018)
RACIAL DEMOGRAPHICS (2018)
MOBILITY (2018) Study Area San Clemente Orange County
Average Commute Time - 30 28
Cars per household 1.9 2.1 2.0
Public Transit users 4% 2% 2%
Solo Drivers 72% 75% 79%
Other 25% 23% 19%
55%
73%
41%
41%
17%
34%
5%
20%
Study Area
San Clemente
Orange County
White Hispanic or Latino Asian/Pacific Islander Black Two or More Races Other 15%
6%
15%
55%
45%
45%
21%
32%
26%
9%
17%
14%
Study Area
San Clemente
Orange County
No High School Diploma High School Graduate College Degree Higher Education EDUCATIONAL ATTAINMENT (2018)
• The City of San Clemente constitutes 2.1% of the land area of Orange County and accounts for 2.0% of its population. The Study Area is home to 2.6% of San Clemente’s population.
• According to SCAG’s growth projections, San Clemente will continue to lag Orange County’s population growth rate. Historically, the Study Area has grown faster than both the City and County.
• Median household income in the City is significantly higher than the County’s median income. The study area has a much lower median income than both the City and the County.
• Unlike the City, the Study Area is mostly renters. The Study Area is twothirds renters, whereas the City is two-thirds owners. The County has a more even split of renters and owners.
• Nearly 50% of the City’s population has higher education degrees, which is significantly higher than the 30% in the Study area and 40% in the County.
• The population of San Clemente is nearly three fourths white, though the Study Area has a much higher proportion of its population that identifies as Hispanic or Latino.

DEMOGRAPHIC PROFILE (2010-2018)
1 ESRI/ACS 5 Year Estimates for 2018
2 SCAG 2040 Projections
3 ACS 5 Year Estimates for 2018
4 HR&A Advisors, Inc.
*Historic Population Growth Calculated using ESRI estimated population between 2010-2020 9A - 80
6 San Clemente Vision Plan
Employment Profile EXISTING CONDITIONS INVENTORY
• The City has several dense employment centers, which are mostly retail and industrial. Two centers are in the Study Area: the San Clemente Outlets and the industrial park between Avenida Pico and El Camino Real. • The El Camino Real corridor has significant retail activity, especially food and beverage.
• Of all jobs in Orange County, 1.4% are located in San Clemente. Of those jobs, 4.4% are located in the Study Area.
• According to SCAG employment forecasts, job growth in the City is likely to lag the County’s rates. This trend is on par with historic growth trends. • Residents of the Study Area are mostly employed in and around the City.

EMPLOYMENT (2018) Study Area San Clemente Orange County Total Worker Population 983 22,072 1,536,307
Job Density (per sq. mile) 2,050 1,160 1,620
Annual Growth Rate
Historic (2012-2020)* 5.7% 1.4% 1.6%
Projected (2020-2040) - 0.3% 0.5%
Top Three Industry
Clusters
Accommodation and
Food Services (18.5%)
Administration &
Support, Waste
Management and
Remediation(16.4%)
Health Care and Social
Assistance (11.1%)
Professional, Scientific,
and Technical Services
(15.9%)
Accommodation and
Food Services (11.4%)
Manufacturing (10.1%)
Retail Trade (13.8%) Construction (10.6%) Accommodation and Food Services (9.5%)
Where do Employees in the Study Area Come From?
Worker Inflow-Outflow Where do Residents Living in the
Study Area Work?
EMPLOYMENT PROFILE (2010-2018)
Source: LEHD
Growth projections from SCAG
*Historic Growth for Study Area Calculated using LEHD Employment Data between 2010-2018. 9A - 81
San Clemente Vision Plan 7
Employment Trends EXISTING CONDITIONS INVENTORY
Percentage Change in Employment by Industry Clusters (2010-2018) • Orange County, the City, and the Study Area all experienced significant growth in number of jobs between 2010 and 2018. • The County lost the highest percentage of jobs in the Natural Resources industry cluster, as did the City.
• Construction experienced the most growth in the City and County, followed by Entertainment and Education and Medical.
• The City’s growth most significantly outpaced the County’s growth in Production, Distribution, and Repair, Retail, and Entertainment. It lagged the County’s growth in Government and Knowledge-Based jobs.

EMPLOYMENT TRENDS (2010-2018)
Source: LEHD

EMPLOYMENT INDUSTRY CLUSTER CLASSIFICATION
The classification is based on Center for Transit-Oriented Development 2010 Report. Natural Resources includes agriculture and mining; Production, Distribution, and Repair (“PD&R”) includes manufacturing, wholesale trade, transportation and warehousing; Knowledge-based includes information, finance and insurance, real estate, scientific, professional, and technical services, and management of companies; Entertainment includes arts, entertainment, and recreation, and accommodation and food services, Government includes utilities, public administration and other administrative and support services, Other includes other services (excluding public administration). -100%
-80%
-60%
-40%
-20%
0%
20%
40%
60%
80%
San Clemente Orange County
Employment Growth in
Industry Clusters (2010-2018) Study Area San Clemente Orange County Natural Resources -23 -33 -2,852
Production, Distribution, and
Repair 55 537 4,195
Retail 62 459 6,908
Knowledge-based 121 536 63,176
Education and Medical 55 603 49,293
Entertainment 10 810 40,849
Government -10 327 19,307
Construction 8 972 40,632
Other 24 179 983
Total 302 4,390 222,491
• There are potential opportunities for redevelopment of the underutilized industrial sites and self-storage site on Avenida Pico near its intersection with El Camino Real, though that redevelopment is unlikely to occur in the near future. There may be more near-term opportunities for redevelopment within the Calle de Los Molinos and Calle Valle industrial area.
9A - 82
8 San Clemente Vision Plan
Pedestrian Facilities EXISTING CONDITIONS INVENTORY
41 Source: San Clemente Bicycle and Pedestrian Master Plan (2013) According to the 2016
General Plan:
• Most of the streets
within the study area
are to be asphalt or
concrete.
• El Camino Real is
designated to have red
PCC concrete while a
few streets near the
Metrolink station are
to have brick pavers to
create visual interest.
9A - 83
San Clemente Vision Plan 9
Bicycle Facilities EXISTING CONDITIONS INVENTORY
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Mares
A
Avenida
del Presid
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
Existing Bike Facilities
Class 1: Bike Path
Class 2: Bike Lane
Class 2: Bike Lane (One Side only)
Class 3: Bike Route
Wide Sidewalks
Recommended Bikeways
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida
del Presidente
Camino Capistrano
Calle
del Cerro
Avenida Pico
Existing Bike Facilities
Class 1: Bike Path
Class 2: Bike Lane
Class 2: Bike Lane (One Side only)
Class 3: Bike Route
Wide Sidewalks
Recommended Bikeways
Class 1: Bike Path
Class 2: Bike Lane
Class 3: Bike Route
Class 2: Bike Lane One Side Only
Wide Sidewalks
City Boundary
Source: San Clemente Centennial General Plan (2016)
According to the 2016
General Plan:
• A Class 1 Bike Path
is proposed along the
drainage channel.
• An extension of existing
Class 2 Bike Lanes
is proposed along El
Camino Real.
• A Class 3 Bike Route is
proposed along Calle
De Los Molinos.
9A - 84
10 San Clemente Vision Plan
Public Transportation EXISTING CONDITIONS INVENTORY
X
§¨¦5

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Bus Stops
Transit Modes
Commuter Rail
Local Bus
0 500 1,000 2,000
Feet
• Aside from the Metrolink
line, the other public
transit in the study area
is provided by Orange
County Transportation
Authority (OCTA).
• Local bus service is
provided as follows by
OCTA Route 91 along
Avenida Pico and
OCTA Route 1 along El
Camino Real.

Data Sources: Orange County, SCAG, City of San Clemente 9A - 85
San Clemente Vision Plan 11
Public Transportation EXISTING CONDITIONS INVENTORY
• The San Clemente Trolley is a free public
transportation ride services that only operates during
the Summer. The season begins from Memorial
Day weekend to the last Sunday in September. The
system is made up of two routes, a Downtown Red
Line and a North San Clemente Blue Line.
• Both Blue and Red Lines run within the HQTA. The
Blue Line stops at the Outlets at San Clemente and
the North Beach Metrolink Station within the HQTA.

The Red Line stops at the Outlets at San Clemente,
Avenida Vista Hermosa, El Camino Real & Calle de
Los Molinos, and North Beach Metrolink Station within
the HQTA.
• The trolley consists of approximately15 minute
headways. Table 1 shows the Blue Line 2019
ridership by stops and Table 2 shows the Red Line
2019 ridership by stops, both within the HQTA. The
trolley was suspended in 2020 due to the Covid-19
pandemic.
9A - 86
12 San Clemente Vision Plan
Major Corridors EXISTING CONDITIONS INVENTORY
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida al Pata
Camino de Estrella
Camino de Los Mares
Avenida del Presidente
Camino Capistrano
Calle del Cerro
Camino Mira Costa
Avenida Pico
Avenida Vista Hermosa
Avenida Vista Hermosa

ROADWAY CLASSIFICATIONS
Major Arterial (6 lanes divided)
Primary Arterial (4 lanes divided)
Primary (4 lanes divided - Planned)
Secondary (4 lanes undivided)
Secondary (4 lanes undivided - Planned)
Collector
§¨¦5
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
nida al Pata
Camino de Estrella
Avenida del Presidente
Camino Capistrano
Calle del Cerro
Camino Mira Costa
Avenida Pico
Aveni
Avenida Vista Hermosa

ROADWAY CLASSIFICATIONS
Major Arterial (6 lanes divided)
Primary Arterial (4 lanes divided)
Primary (4 lanes divided - Planned)
Secondary (4 lanes undivided)
Secondary (4 lanes undivided - Planned)
Collector
City Boundary
According to the 2016
General Plan:
• Many of the roadways in
the study area are local
streets
• El Camino Real
is identified as a
Secondary Arterial
• Avenida Pico is
identified as a Primary
Arterial
• A few other roadways
connecting to El Camino
Real are identified as
Collector roads
Source: San Clemente Centennial General Plan (2016)
9A - 87
San Clemente Vision Plan 13
Vehicle Collisions EXISTING CONDITIONS INVENTORY
• Most vehicle collisions
in the study area occure
along El Camino Real,
with a few collisions
along Avenida Pico near
the Pico Plaza shopping
center and the I-5
ramps.
9A - 88
14 San Clemente Vision Plan
General Plan Land Use Designations EXISTING CONDITIONS INVENTORY NC2(A- H - C Z )

RL(C Z )
OS1(C Z )
C2 RML

RL(C Z )

RL(C Z )
C2(P B )
HI LI
11 2
219
1008
317
111
303
109
158
161
235
11 8
316
108
40 629
138
617
169
209
309
1332
213
247
1510
108
205
319
623
199
1404
107
11 5
226
132
331
101
104
216
144
11 8
177
223
245
312
239
111
313
137
237
03 1320
619
215
120
100
10 105
650
1505
164
122
1410
1301
109
1501
170
208
1210
11 9
137
200
600
327
1326
201
29 122
129
35 314
102
605
190
1316
109
1202
111
1208
217
172
207
307
130
11 8
139
211
11 4
214
200
134
125
189
11 0
241
627
104
173
153
141
319
309
245
146
192
160
11 4
123
178
207
1304
1012
315
108
1004
212
230
323
35 222
203
239
202
515
301
1403
165
85 210
205
11 2
103
109
235 195
621
307
175
310
1529
228
333
11 4
106
318
144
212
184
609
105
237
1005
211
311
1214
530
615
303
130
1511
136
187
142
221
100
191
529
301
209
167
1504
148
7 309
100
320
152
1001
11 4
124
1206
317
209
19 313
317
183
136
185
603
08 304
1324
111
160
1418
237
243
1401
204
203
1014
111
122
607
149
11 0
104
241
11 0
107
135
1414
213
321
224
321
601
138
11 5
180
202
121
148
107
179
168
204
625
154
1002
11 0
1314
1006
218
111
149
11 0
249
120
1010
1330
143
315
241
150
197
101
303
302
311
311
150
173
305
107
140
156
146
120
530
105
147
207
171
243
307
329
1216
307
106
201
121
209
196
102
213
1328
220
195
1318
124
126
1503
607
325
322
1412
11 2
313
176
1003
633
150
305
148
140
247
181
202
131
313
525
1509
224
1408
1413
188
609
311
631
1212
103
127
613
91 301
1 134
147
239
193
16 208
151
319
100
93 308
249
213
206
1405
203
1403
301
11 3
156
166
306
1416
700
106
1311
243
11 2
141
611
158
305
605
215
§¨¦I-5

AVENIDA DE LA ESTRELLA

AVENIDA LA CUESTA

AVENIDA PICO
CALLE
M
GI UEL

AVENIDA LOS FLO

CA L LE N EBLINA

CONN EC TIN G RD

CALLE ESCUELA

LA PLA CENTIA

RE VUELTA CT

EL ORIENTE

CALLE DEL JU EGO

AVENIDA SIERRA

CALLE CA MPO
CALLE
SA
ND
AI

CALLE SA LIDA
ONITO
CA LLE

F EI STA
TRIAS

CALLE EMPALME

AVENDI A SOLANO

NAVARRO

AVENIDA DE LA PAZ
ALLEY

CALLE REDONDEL
EXIT 75

E L O RIENTE

VIA PICO PLZ
F4
E3 E4
Coastal Canyons
Coastal Zone Boundary
Overlays
Commercial
CC2 - Community Commercial 2
CRC - Coastal and Recreation Serving
Commercial
NC1.2 - Neighborhood Commercial 1.2
NC2 - Neighborhood Commercial 2
RC
Industrial
LI - Light Industrial
HI - Heavy Industrial
Mixed Use
MU1 - Mixed Use 1
MU2 - Mixed Use 2
MU3.0 - Mixed Use 3.0
MU3.1 - Mixed Use 3.1
Open Space
OS1 - Open Space Public
OS2 - Open Space Private
Public Facilities
P - Public
Residential
RL - Residential Low Density
RML - Residential Medium Low Density
RM - Residential Medium Density
RH - Residential High Density
Overlay Code
A - Architectural
AH Affordable Housing
Adopted: 12.17.19
Land Use Map
General Plan

RM(A- C Z )

RH(A- C Z )

P(A- C Z )
OS1(C Z )
OS1(A-P - C Z )
MU1(A-P - C Z )
MU1(A-P - C Z )

CR(P- C Z )
OS1(C Z )
OS2(C Z )

RL(C Z )

RL(C Z )
OS2(C Z )
OS1(C Z )
OS1(C Z )
OS2(C Z )
161
1802
11 7
1500
147
1731
103
149
109
104
11 8
106
102
100
159
107
11 4
121
11 9
0 102
107
124
105
107
1832
157
147
125
100
121
127
105
111
165
104
109
121
11 2
123
102
1700
101
1844
11 6
108
1801
123
104
145
151
108
11 7
125
101
111
11 5
310
120
11 0
153
323
1814
103
101
140
1814
151
11 3
120 107
101
109
105
11 3
111
11 8
1755
11 3
101
123

SNO W LN

CO NN EC TI N G R D

AVENIDA ESTACION

VIA ESCORIAL

W AVENIDA PICO

VIA PA M PLONA

V IA A LM OD OVA R

VIA BILBAO
AL

CALLE DESHECHA

V IA C A NA RIA S

VIA BELLAS ARTES

VIA SAN SEBASTIA N

A PLAYA

VIA ARTEMESIA

VIA SALAMANCA

E AVENIDA PICO

ENTRADA DEL SOL
F3
E3
G3 09 January 2020
Overlays
Commercial
CRC - Coastal and Recreation Serving
Commercial
RC
Mixed Use
MU1 - Mixed Use 1
Open Space
OS1 - Open Space Public
OS2 - Open Space Private
Public Facilities
P - Public
Residential
RL - Residential Low Density
RML - Residential Medium Low Density
RM - Residential Medium Density
RH - Residential High Density
Overlay Code
A - Architectural
AH - Affordable Housing
CZ - Coastal Zone
MO - Medical Office
MU - Mixed Use
P - Pedestrian
PB - Professional Business
Adopted: 12.17.19
¹
1 2 3 4 5 6
H
F
A
E
D
C
B
J
G
I
Land Use Map
Index Grid: F2
General Plan
1:5,000
0 100 200 300 400 500
Feet
OS1(C Z ) NC1.2(A H - C Z )

RM(C Z )
NC2(A- H - C Z )
NC1.2(A H - C Z )
MU3.1 ( A )
NC1.2( A H )
NC1.2(A H - C Z )

RM(C Z )
NC1.2( A H )

RM(C Z )
NC1.2(A H - C Z )

RM(C Z )

RH(C Z )

RM(A- C Z )

RM(C Z )

RM(A-H - C Z )

RH(A- C Z )
NC2(A- H - C Z )

P(A- C Z )
OS1(C Z )
NC2(A- H - C Z )
MU2(C Z )

RL(C Z )
OS1(C Z )
OS1(C Z )

LI(A-PC Z - M U )
OS1(A-P - C Z )
MU1(A-P - C Z )
C2 RML
MU3.0( A - P )

RL(C Z )
MU1(A-P - C Z )
MU2(A-P - C Z )

RL(C Z )

RH(C Z )
NC2(A- A H )

CR(P- C Z )
OS1(C Z )

RC( Z )
OS2(C Z )
C2( Z )
C2(Z - P B )
OS1(C Z )
P(CZ )

LI(C Z )

HI(C Z )

RL(C Z )
OS2(C Z )
RC
OS2(C Z )
NC1.2(A - C Z )
C2(P B )
NC2(A- H - C Z )
HI LI
1513
209
111
11 2
219
1417
801 126
1221
1008
212
1602
1527
1527
124
317
111
207
1802
303
108
109
143
125
158
133
11 0
161
235
11 8
141
143
121
316
105
108
422
150
140
1500
629
139
138
617
1518
11 5
122
215
151
806
169
209
309
1332
213
247
136
418
120
1510
108
205
11 2
201
164
11 0
319
11 3
122
107
145
623
307
199
1404
204
1645
107
1519
11 5
226
128
121
204
1731
160
1503
100
230
135
132
102
140
331
1501
11 5
101
104
216
1412
128
1539
11 7
103
144
1414
11 0
11 8
177
1523
1717
223
245
710
312
530
239 148
424
150
106
111
126
1402
313
107
137
237
221
141
103
1320
11 8
1503
125
216
11 5
11 4
619
1626
215
120
109
100
11 6
1506
107
1509
1523
129
103
105
650
1505
1533
105
207
164
1504
123
122
1410
508
160
1301
1541
1638
824
161
109
11 8
1501
106
109
1534
170 208
1210
11 3
109
102
225
310
109
126
1506
125
120
11 9
11 7
100
207
137
200
1523
174
512
217
151
1619
1508
11 6
702
1520
600
1511
107
132
327
125
11 8
713
128
1326
201
1529
11 4
122
1533
610 108
137
100
126
11 4
129
166
107
11 0
104
127
123
102
111
608
135
314
102
605
140
11 4
151
132
130
1536
916
190
315
139
1316
311
147
109
122
209
1630
1202
125
11 5
111
1208
519
322
11 4
548
217
172
207
1509
307
111
130
11 4
1520
1622
11 6
202
130
11 8
139
205
211
1542
144
11 4
317
140
214
200
1004
121
1614
103 103
121
134
1225
133
11 3
717 218
134
125
222
189
226
1412
11 0
138
425
241
100
627
104
173
153
124
550
141
1517
1707
11 6
319
309
245
1538
11 5
146
107
707
192
146
144
208
11 00
160
109
132
109
121
11 4
1300
123
178
155
1629
128
101
11 5
207
11 3
103
11 6
439
1501
1304
210
1012
11 5
131
11 4
315
105
108
1635
1004
1506
223
138
212
1511
124 230
323
1513
124
424
35 222
1502
1522
11 4 11 2
123
203
239
1525
11 5
202
515
1508
106
108
11 0
301
154
1403
165
1512
85 11 6
210
205
1502
11 2
103
128
604
216
109
211
235 195
107
122
104
621
11 04
140
1532
120
307
1515
206
124
125
11 7
1626
175
1602
310
1529
141
228
333
154
120
11 4
106
408
318
1644
11 8
144
212
147 160
184
11 5
11 0
609
1605
108
107
1507
11 6
105
237
111
407
1005
211
1409
311
111
107
1214
148
530
1400
615
303
139
130
11 0
401
150
11 9
1511
1624
1514
111
11 2
11 4
136
187
11 6
808
142
221
1516
134
1000
124
215
11 3
100
191
529
101
301
111
202
209
167
127
1504
711
148
1406
142
1411
1237
147
11 7
526
11 6
102
309
111
1625
100
320
153
130
152
1001
536
1628
11 9
1450
121
11 4
431
161
240
149
1601
138
317
11 9
124
1420
107
1206
317
216
107
107
11 9
305
209
100 219
313
145
317
183
205
136
185
603
11 8
1654
137
104
158 433
1502
120
11 2
208
128
134
106
438
304
120
1324
111
160
135
1519
11 3
226
128
100
11 0
316
204
120
1418
1514
122
1610
1519
902
11 4
121
123
11 4
108
1509
102
1700
237
1524
11 0
220
1650
243
142
11 3
1525
1606
242
1610
126
1535
1401
11 5 190
1518
11 2
11 2
204
203
11 08
1014
326
107
111
122
137
607
213
149
11 0
104
501
143
103
11 9
314
241
11 0
316
107
101
135
1414
127
109
213
525
321
11 7
224
321
162
11 6
601
210
1634
11 9
101
205
138
1525
131
11 4
104
105
107
314
924
203
11 5
180
11 8
202
1421
1618
11 8
11 7
129
121
126
124
11 3
148
108
107
220
202
107
1300
179
168
1510
1615
204
219
1801
625
200
128
11 3
154
11 8
108
1002
1521
137
109
126
11 0
127
109
601
11 2
228
1314
1537
1006
124
218
11 6
111
149
540
1306
11 0
172
1607
11 9
249
927
111
319
1709
101
120
724
1010
108
11 8
1330
1628
1110
1531
11 5
143
514
1400
315
167
103
129
241
218
150
197
11 6
101
303
109
101
302
11 9
312
311
1400
138
121
1613
152
1524
1520
1002
311
208
225
212
150
173
613
1620
905
305
11 4
120
106
107
101
140
156
1516
136
432
11 2
146
120
214
530
1701
105
147
1522
207
1620
11 4
171
1505
614
104
243
307
11 5
11 7
11 5
1314
504
329
11 7
1216
307
141
152
149
122
106
201
11 2
11 3
11 02
121
144
100
11 6
209
111
196
309
106
535
102
213
217
11 6
1328
220
195
109
1318
157
310
123
120
124
523
126
1503
1519
11 2
514
1407
1601
1632
607
325
11 5
322
102
612
133
126
918
411
157
124
1412
1533
11 9
11 2
138
143
313
313
130
176
1310
1003
11 7
633
1507
1607
109
121
150
305
186
203
105
148
140
247
1604
181
202
11 0
120
153
120
121
109
11 7
11 8
323
1408
11 6
122
131
135
1640
1002
313
525
1509
224
120
810
1500
130
1521
120
111
1408
510
156
1413
178
103
105
122
1506
1505
125
1300
188
133
140
11 0
124
609
1426
128
108
311
631
1212
103
1604
123
135
127
613
1814
132
1512
109
109
91 124
607
301
207
1606
221
134
147
239
1503
193
1609
151
11 9
107
416
136
1520
208
200
11 3
11 0
122
11 3
122
151
319
100
135
125
415
109
621
209
120
124
168
127
103
303
380
93 308
109
111
249
11 8
213
206
11 3
212 1611
1405
1513
146
134
11 5
130
602
224
111
203
214
1403
100
1616
213
1200
203
301
131
111
136
132
11 3
307
1612
135
128
105
604
156
11 2
166
134
306
109
528
227
122
1416
121
700
1318
11 2
106 211
1311
101
1515 11 2
243
1521
111
11 7
11 9
11 2
131
122
1447
166
141
611
11 0
206
158
106
1505
11 08
123
105
305
127
1448
11 2
605
106
215
§¨¦I-5

CAL LE DESHECHA

N EL CAM INO REAL

E AVENIDA PICO

AVENIDA DEL PONIENTE

CALLE DE LOS M OLINOS

AVENIDA DE LA ESTRELLA

CALLE LASBOLA S

W AVENIDA VISTA HERMOSA

W A V E NID A P AL IZ A DA

E EL PORTAL

VIA CANON VERDE

E AVENIDA PALIZADA

AVENIDA LA CUESTA

AVENIDA PICO

CALLE M GI UEL

CALLE PUENTE

AVENIDA ARAGON

EL PRADO

AV EN I D A C O STA A ZU L

AVENIDA LOS FLORES

AV E N ID A M I RAM AR

W AVENIDA PICO

AVENIDA DE LA GRULLA

E ESCALONES

W MARIPOSA

CA L LE N EBLINA

W CANADA

W ESCALONES

E CANADA

E M ARQUITA

E MARIPOSA

CALLE VALLE

AVENIDA FLORENCIA

CONN EC TIN G RD

CALLE ESCUELA

N LA ESPERANZ A

BUENA VISTA

VIA BILBAO

VIA PAMPLONA

DIJE CT

W EL PORTAL

CALLE MIRADOR

LA PLA CENTIA

LA RONDA

CALLE COL NI A

RE VUELTA CT

AVE NIDA ESTACIO N

EL ORIENTE

CALLE DEL JU EGO

AVENIDA CABA LLEROS

CHIQUITA

AVENIDA SIERRA

CALLE CA MPO

LOM A LN

CALLE SA ND AI

CALLE SA LIDA

CALLE BONITO

CA LLE F EI STA

AVENIDA HACIENDA

CALLE DE INDUSTRIAS

CALLE EMPALME

AVENIDA PELAYO

AVENDI A SOLANO

CALLE SACRA MENTO

AVENIDA NAVARRO

AVENIDA DE LA PAZ

AVENIDA DEL REPOSO

VIA SALAMANCA
EXIT 76
ALLEY

CALLE REDONDEL
EXIT 75

E L O RIENTE

VIA PICO PLZ
F4
E2 E3 E4
F2
G3 G4 09 January 2020
Coastal Canyons
Coastal Zone Boundary
Overlays
Commercial
CC2 - Community Commercial 2
CRC - Coastal and Recreation Serving
Commercial
NC1.2 - Neighborhood Commercial 1.2
NC2 - Neighborhood Commercial 2
RC
Industrial
LI - Light Industrial
HI - Heavy Industrial
Mixed Use
MU1 - Mixed Use 1
MU2 - Mixed Use 2
MU3.0 - Mixed Use 3.0
MU3.1 - Mixed Use 3.1
Open Space
OS1 - Open Space Public
OS2 - Open Space Private
Public Facilities
P - Public
Residential
RL - Residential Low Density
RML - Residential Medium Low Density
RM - Residential Medium Density
RH - Residential High Density
Overlay Code
A - Architectural
AH - Affordable Housing
CZ - Coastal Zone
MO - Medical Office
MU - Mixed Use
P - Pedestrian
PB - Professional Business
Adopted: 12.17.19
¹
1 2 3 4 5 6
H
F
A
E
D
C
B
J
G
I
Land Use Map
Index Grid: F3
General Plan
1:5,000
0 100 200 300 400 500
Feet
MU3.(A - C Z )

RM(C Z )

RM(A- C Z )

RM(C Z )
MU3.(A - C Z )

RM(A- C Z )

P(A-C Z )

RM(A- C Z )

RM(C Z )
MU3.1(A - C Z )
MU3.1(A - A H )

RM(C Z )
P(CZ )
NC1.2(A H - C Z ) OS1(C Z )

RM(C Z )

RM(C Z )
NC2(A- H - C Z )
MU3.1 ( A )

RM(C Z )
MU3.0( A - P )
MU3.0( A - P
MU3.1 ( A )
MU3.1(A - C Z )
MU3.1 ( A )
MU3.1 ( A )
MU3.0(A- P - C Z )
NC2(A- A H )

RM(A- C Z )

OS(C Z )
240
216
1513
111
608
326
162
255
141
124
104
233
207
231
236
141
236
136
125
250
1001
213
320
243
129
233
145
252
226
142
242
143
216
240
160
244
162
244
166
215
205
242
243
329
139
122
149
812
144
215
151
258
246
11 0
209
232
151
144
418
327
129
120
232
238
302
11 0
169
137 164
237
222
151
11 3
224
221 225
207
128
107
253
232
145
904
313
225
246
211
145
218
218
228
204
218
236
217
101
202
121
235
163
314
230
1503
230
316
155
133
132
216
1405
146
235
245
210
205
11 5
808
226
301
227
1412
1501
219
129
139
204
217
229
139
156
103
233
147
1414
11 0
246
710
530
403 318
240
141
215
134
424
149
106
126
200
215
204
130
166
221
141
230
216
406
11 5
245
908
900
301
215
253
103
232
221
221
136
149
318
1204
255
313
1006
229
1506
223
175
245
248
206
228
1509
817
211
122
212
105
249
230
247
508
209
210
1203
160
240
11 3
129
140
161
232
11 02
262
903
222
804
1402
109
915
221
157
221
151
203
228
147
120
224
251
224
207
807
202
125
410
226
811
208
174
152
217
254
244
11 6
257
221
209
227
212
164
11 07
1511
238
230 132
157
210
229
209
11 8
706
11 4
907
219
157
232
242
108
11 04
126
237
121
170
215
1209
166
249
219
324
215
121
11 7
100
132
226
216
202
203
239
602
251
171
161
147
810
229
304
155
137
122
911
217
121
209
147
235
125
210
220
232
240
173
213
224
226
548
322
236
1210
11 6
150
137
311
100
153
202
248
125
205
210
325
317
231
164
100
1004
103
227
319
209
239
235
201
32 145
329
125
230
100
11 3
242
222
140
237
225
11 05
226
133
228
128
138
425
159
180
709
225
225
214
254
227
235
124
550
248
210
236
100
221
309
236
160
148
11 5
803
122
246
238
220
1004
222
236
208
250
217
224
708
161
215
219
228
1208
101
906
200
222
122
803
439
232
202
129
212
104
320
211
148
306
237
157
808
223
223
237
216
210
140
140
226
312
1404
138
231
211
141
221
240
215
220
228
127
241
220
208
249
108
11 0
234
136
238
226
260
152
207
11 6
222
233
244
1502
704
125
209
243
111
241
131
205
216
231
211
138
135
414
226
238
152
122
225
217
231
1201
241
141
200
145
130
217
232
124
1515
203
405
100
1407
127
201
11 7
247
223
212
254
135
229
225
308
214
231
408
162
239
217
214
11 9
215
142
154
143
108
616
207
914
321
213
221
146
130
111
407
229
150
246
215
146
100
604
107
217
100
238
228
809
212
2 128
165
139
227
142
322
11 9
243
11 2
265
225
210
233
219
156
165
226
1000
250
242
11 3
234
233
103
243
219
238
105
205
213
141
137
1406
134
145
248
221
526
230
204
415
231
247 244
101
209
227
238
129
234
323
202
130
149
126
128
160
536
202
431
240
149
132
207
158
810
216
107
234
153
317
108
100
234
219
158 145
250
235
122
300
205
250
252
134
300
1202
137
158
236
244
217
433
205
612
164
127
214
242
200
134
106
438
318
821
11 9
164
217
248
111
226
246
11 0
236
11 7
204
214
214
11 4
154
166
127
121
172
244
217
138
11 0
224
162
813
222
147
228
167
148
253
806
242
143
126
213
2 246
190
11 2
233
230
167
152
229
227
204
11 8
132
315
102
218
205
163
213
148
314
150
138
11 9
243
302
237
149
252
314
233
815
213
201
207 109
161
267
255
249
162
210
155
11 9
1200
134
109
11 4
131
207
141
248
11 5
224
11 8
214
802
309
153
147
230
238
1012
11 8
209
220
207
11 7
150
205
912
200
247
213
228
251
239
202
133
220
150
227
807
126
219
802
224
209
302
207
227
230
159
167
316
218
238
212
11 2
232
228
223
234
151
303
158
11 6
229
23 540
230
229
133
208
133
200
304 306
111
232
144
101
210
219
253
11 8
200
150
240
316
202
167
241
813
156
143
214
202
226
233
218
218
330
200
129
244
1002
241
241
145
225
218
215
222
11 9
212
240
245
238
230
134
147
1002
120
306
225
164
200
212
319
130
242
211
224
222
221
326
230
100
235
137
11 4
250
266
213
432
1011
158
200
234
146
212
120
212
308
236
211
242
206
202
203
222
200
216
11 4
231
209
121
11 6
104
160
137
814 220
234
231
165
150
11 7
239
139
133
209
229
317
225
145
221
11 02
211
200
11 6
246
910
133
228
228
142
106
210
150
234
11 6
222
231
203
223
234
231
123
1206
100
132
22 11 2
514
211
133
147
140
242
154
212
241
307
1016
411
325
139
145
124
130
157
143
123
162
228 227
141
610
154
1507
216
231
230
236
221
332
157
186
226
601
235
211 120
225
217
149
121
109
234
245
1408
144
217
208
211
205
122
204
177
247
163
135
252
249
140
120
231
246
127
223
1200
245
229
510
248
123
130
156
11 5
207
11 7
178
206
806
142
240
327
125
223
128
134
204
211
219
219 219
123
152
222
226
109
237
227
225
229
208
220
128
222
320
310
314
225
204
229
153 154
234
132
144
125
254
308
241
315
205
307
259
206
107
122
11 3
142
203
200
206
228
135
158
109
239
148
209
1010
605
209
127
156
242
161
168
149
127
215
251
100
111
218
310
146
11 8
241
220
150
11 9
221
218
243
239
212
155
165
213
247
155
245
207
222 208
607
11 5
211
220
224
223
214
252
805
213
160
205
203
242
214
243
217
229
131
710
307
219
201
147
111
604
312
128
146
135
1007
136
11 2
107
234
819
528
244
244
142
205
151
227
240
240
236
1013
3 245
176
124
121
200
143
211
154
224
235
22 208
200
223
213
237
152
805
200
132
224
146
206
215
1505
223
139
241
219
207
252
154
11 2
224
220
217
120
§¨¦I-5

W CANADA

E MA R QU I TA

VIA ME CHA

EL PRADO

W ESCALONES

AVEN DI A DEL MAR

N EL CAMINO REA
A
L

VENIDA ARAGON

W AVENIDA PALIZADA
ALLEY

CALLE PUENTE

W MARIPOSA

LA PALOMA

AVENIDA DE LA GRULLA

W MARQUITA

AVENIDA SERRA

AVENIDA CABRILLO

AVENIDA MIRAMAR

LINDA LN

AVENIDA PELAYO

AVENIDA FLORENCIA BUENA VISTA

E A VENID A PALIZADA

AVENIDA ROSA

AVENID A DE L REPOSO

DIJE CT

CALLE OSO

N CA LLE SEVILLE

N OLA VISTA

AVENIDA DEL PONIENTE

NOSO LN

AVENIDA GRA NADA
A

W EL PORTAL

AVENIDA DE LA ESTRELLA

LOMA LN
G4
F2 F3 F4
Coastal Canyons
Coastal Zone Boundary
Overlays
Commercial
CRC - Coastal and Recreation Serving
Commercial
NC1.2 - Neighborhood Commercial 1.2
NC2 - Neighborhood Commercial 2
Mixed Use
MU3.0 - Mixed Use 3.0
MU3.1 - Mixed Use 3.1
MU3.3 - Mixed Use 3.3
MU4 - Mixed Use 4
Open Space
OS1 - Open Space Public
Public Facilities
P - Public
Residential
RL - Residential Low Density
RM - Residential Medium Density
RH - Residential High Density
Adopted: 12.17.19
Land Use Map
General Plan
Source: San Clemente Centennial General Plan (2016)
9A - 89
San Clemente Vision Plan 15
Specific Plan Boundaries EXISTING CONDITIONS INVENTORY
X
§¨¦5

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Specific Plan Boundary
Marblehead Coastal Specific Plan
Marblehead Inland Specific Plan
West Pico Corridor Specific Plan
0 500 1,000 2,000
Feet Data Sources: Orange County, SCAG, City of San Clemente • The northern portion
of the study area is
governed by two specific
plans: the Marblehead
Coastal Specific Plan and
the West Pico Corridor
Specific Plan.
9A - 90
16 San Clemente Vision Plan
Overlay Zones EXISTING CONDITIONS INVENTORY
La Ventana
LaPaloma
N El Camino Real
Ave Pelayo
Ave Oliva
Ave Granada
Ave Platanar
Calle Neblina
e
Grande
VisAve
Pico
Via Socorro
Via A guila
G
Ave Cabrillo
Calle E mpalme
Via Teca
ve
Vaquero
Calle Frontera
Ave de la Estrella
W Ave Cor
Calle
Delic ada
Tra fa
gl ar L n
W
Marquita
Ca
Via Ballena
AveVictoria
Ave Victoria
Marblehead
Inland
Marblehead
Coastal
West Pico
Corridor
Pier
Bowl
La Ventana
LaPaloma
N El Camino Real
Ave
P er sidi o
Ave Pelayo
arez
Ave Oliva
Ave Granada
S
El Camino
Real
AveTeresa
Calle N
Ave Platanar
Calle Neblina
alle
Grande
Vis
Calle del Cerro
Ave San
Pablo
Ave Montalvo
Ave
Pico
E A ve
Cordob a
Calle Amanece
Ave del Presidente
Via Socorro
Via A guila
all e G au c
Ave Cabrillo
Ave Vista
M
on at na
Calle E mpalme
Via Teca
Ave
Vaquero
Calle
Ameno
Calle Frontera
Ave
S
alvador
Ave de la Estrella
W Ave Cordoba
Calle
Delic ada
Tra fa
gl ar L n
W
Marquita
Calle
Dorado
Via Ballena
AveVictoria
Ave Victoria
OC_Streets
City Boundary
Overlays
Architectural (A)
Architectural-Affordable Housing (A-AH)
Architectural-Mixed Use-Pedestian (A-MU-P)
Architectural-Pedestrian (A-P)
Affordable Housing (AH)
Medical Office (MO)
Pedestrian (P)
Professional Business (PB)
Ol
0 1,050 2,100 4,200 Figure LU-1B Feet
Rancho San
Clemente
Marblehead
Inland
Marblehead
Coastal
West Pico
Corridor
Pier
Bowl
According to the 2016
General Plan several
overlay zones overlap with
the study area:
• The northeast portion of
the study area is within
a Professional Business
(PB) overlay zone.
• The portion of the
study area near the
station and along El
Camino Real is within a
Architectural-Pedestrian
(A-P) overlay zone.
• Further east along
El Camino Real the
study area is within a
Architectural-Affordable
Housing (A-AH) overlay
zone.
• A small portion of the
study area is within a
Architectural-Mixed UsePedestrian (A-MU-P)
overlay zone.

Source: San Clemente Centennial General Plan (2016)
9A - 91
San Clemente Vision Plan 17
Architectural Overlay Zones EXISTING CONDITIONS INVENTORY §¨¦5
Architectural Overlay
Figure UD-2
Required Architecture
Spanish Colonial
Revival (SCR)
Spanish Style
Architecture (e.g.

SCR, Mission,
Monterey)
Source: San Clemente Centennial General Plan (2016)
According to the 2016
General Plan:
• Much of the area
surrounding the
Metrolink station
is required to have
Spanish Colonial
Revival architecture.
• Parcels along El Camino
Real at the eastern edge
of the study area are
required to have some
type of Spanish Style
Architecture.
9A - 92
18 San Clemente Vision Plan
Existing Land Use EXISTING CONDITIONS INVENTORY
X
§¨¦5

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Mixed-Use
Residential SF
Residential MF
Hotels and Motels
Commercial, Retail, & Services
Office
Educational Institutions
Open Space / Recreation
Civic Use Facilities
Light Industrial / Wholesaling
Heavy Industrial
Utilities & Communications
Vacant
0 500 1,000 2,000
Feet Data Sources: Orange County, SCAG, City of San Clemente • Much of the study area
is multifamily residential
with some single family
residential interspaced.
• North of the study area
and within a half mile of
the station there is a lot of
open hilly area.
• Commercial uses are
focused along El Camino
Real and the I-5 Freeway.
• There is a larger water
treatment plant along
Avenida Pico.
• North of El Camino Real
there is a concentration of
industrial uses.
9A - 93
San Clemente Vision Plan 19
Vacant Land & Public Facilities EXISTING CONDITIONS INVENTORY

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
Half Mile Station Buffer
Educational Institutions
Civic Use Facilities
Utilities & Communications
Vacant
0 500 1,000 2,000
Feet Data Sources: Orange County, SCAG, City of San Clemente • Many of the vacant
parcels have steep
slopes or otherwise
difficult terrain to build
upon.
1 Transit Station parking &
Ole Hanson Beach Club
2 San Clemente Water
Reclamation Plant
3 Las Palmas Elementary
School
Development
proposed, see “Recent
Developments” maps on
the following pages.
2 3
1 9A - 94
20 San Clemente Vision Plan
Recent Developments EXISTING CONDITIONS INVENTORY
Under Review
Approved
Under Construction
Completed
Data Sources: City of San Clemente (2021)
6 The Gallery. Proposed
commercial center on a
vacant 1.80-acre parcel in
North Beach.
9 North El Camino Real
Mixed Use. Addition
to existing one-story
commercial building to
create 1st floor commercial
space with one residence
above.
18 Publik House. A request
to adapt the historic San
Clemente Art Supply
building into a multi-use
building comprised of a
special events venue, café,
and office space.
21 La Colombiana Restaurant
Expansion. A request
to expand the existing
restaurant.
27 Beach Hut Deli. A façade
remodel at the former
Kaylani Coffee building at
North Beach.
39 Los Molinos Beer Co.

Exterior building façade
remodel and beer and wine
license for a new microbrewery and tasting room.
41 Miramar Event Center and
Restaurants. Rehabilitate
and adaptively reuse the
historic Miramar Theater into
a performance and event
center.
53 OC Fresca. Rehabilitate
the historic Aquarium Café
building and request live
acoustic entertainment
and alteration to hours
of operation for alcohol
service.
9A - 95
San Clemente Vision Plan 21
Recent Developments EXISTING CONDITIONS INVENTORY
Under Review
Approved
Under Construction
Completed
Data Sources: City of San Clemente (2021)
17 The Lodge Rooftop Venue.

A request to increase the
allowable height for the zone
to allow for a rooftop bar/
venue at the Lodge at San
Clemente.
19 Pico Plaza In-N-Out.

Demolition of an existing
two-story office building
and construction of a onestory In-N-Out drive-thru
restaurant.
20 Chevron Convenience
Store and Car Wash.

A request to demolish
the existing convenience
store and build a new
convenience store and new
car wash.
26 Outlets Buildings. A
request to modify the
approved site plan for
undeveloped buildings 9, 10
& 11.
9A - 96
22 San Clemente Vision Plan
Recent Developments EXISTING CONDITIONS INVENTORY
Under Review
Approved
Under Construction
Completed
Data Sources: City of San Clemente (2021)
3 SC Ranch Market
Remodel. A request to
remodel the exterior of
an existing commercial
building, and construct a
new attached storage area,
new attached patio cover,
and new detached kiosk.
4 Chabad Jewish Center
Addition/Remodel. A
request for small addition
and interior and exterior
remodel of the existing
Chabad Jewish Center.
38 North Beach Bed and
Breakfast. New building to
include a residence and 3
guest rooms.
43 La Ronda Apartments.

Construction of a six-unit
apartment building on a
vacant site at 109-111 La
Ronda in the Residential
Medium (RM) Zone.
9A - 97
San Clemente Vision Plan 23
Open Space EXISTING CONDITIONS INVENTORY
X
§¨¦5

EL CAMINO REAL
CANADA

AVENIDA PICO
PORTAL

MARIPOSA

MARQUITA

AVENIDA VISTA HERMOSA

AVENIDA PELAYO

LOMA LN

CLE PUENTE

VIA G ALIC IA

AVENIDA DE LA ESTRELLA

AVENIDA SIERRA

BUENA VISTA

AVE ARAGON
CA
L
LE
DE
LOS
MOLINO
S

CALLE VALLE

CALLE FRONTERA

LOS OBRER OS

VIA MURCIA

ESCALONES

PARK ACCESS

AVENIDA ESTACION

AVENIDA PALIZADA

AVE MIRAMAR

AVENIDA ARAGON EL PRADO

CALLE OLA V ERDE

AVE DEL REPOSO

CALLE LAS BOLAS

AVENIDA COSTA AZUL

CALLE PUENTE

LA RONDA

BOCA DE LA PLAYA

AVENIDA NAVARRO

AVENIDA LA CUESTA

CLE COLINA

CALLE DE INDUSTRIAS

CALLE REDONDEL

EL ORIENTE

REVUELTA

BUENA VISTA

EL CAMINO REAL

PORT AL

AVENIDA PICO

ESCALONES
San Clemente Station Area HQTA Round 2 Station Area Profile HQTA Study Area
X Metrolink Station
Half Mile Station Buffer
Parcels
Open Space, Public
Open Space, Private
0 500 1,000 2,000
Feet Data Sources: Orange County, SCAG, City of San Clemente 1 Drainage channel
2 Protected area
3 Max Berg Plaza Park
4 Bonito Canyon Park
5 San Clemente
Pedestrian Beach Trail
1 3
5 4
2 9A - 98
24 San Clemente Vision Plan
Gateways EXISTING CONDITIONS INVENTORY
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh Qh
Qh Qh
Qh
Qh
§¨¦5
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Avenida
Avenida
del Presidente
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh Qh
Qh Qh
Qh
Qh
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida
del Presidente
mino Capistrano
Calle
del Cerro
Avenida Pico
Qh Freeway Gateways
Qh Other Gateways
0 1200
Source: San Clemente Centennial General Plan (2016)
The 2016 General Plan
identified several gateways
within the study area:
• (2) along Avenida Vista
Hermosa
• (1) at the El Camino
Real / Avenida Pico
intersection
• (1) at the Avenida Pico /
Avenida Vista Hermosa
intersection
• (1) at the Avenida Pico
/ Calle de los Molinos
intersection
• (1) at the El Camino
Real / Calle de los
Molinos intersection
9A - 99
San Clemente Vision Plan 25

EXISTING CONDITIONS INVENTORY
ones
Miramar
S El Cami
El Camino Real
Calle de Los Molinos
Ave Pico
N El Camino Real
Buena Vis
Ave Estacion
Calle Las Bolas
Ave del Reposo
Calle
Colina
Ave Hacienda
Boca de la
Playa
C alle Sac ramento
North Beach - Public View Corridors

PUBIC VIEWS
Coastal Canyons
Residential Land Use

PUBLIC VIEW CORRIDOR
Aesthetic Resources
Source: San Clemente Centennial General Plan (2016)
9A - 100
26 San Clemente Vision Plan
Scenic Corridors EXISTING CONDITIONS INVENTORY
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh §¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Mares
A
Avenida
del Presid
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
Qh Freeway Gateways
Scenic Corridors
Major Urban Corridors
Minor Urban Corridors
MjRtiCid
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh
Qh §¨¦
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrel
Avenida
del Presidente
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Herm
Qh Freeway Gateways
Scenic Corridors
Major Urban Corridors
Minor Urban Corridors
Major Recreation Corridors
Minor Recreation Corridors
Source: San Clemente Centennial General Plan (2016)
According to the 2016
General Plan:
• Avenida Pico is
identified as a Major
Urban Corridor
• A portion of El Camino
Real is identified as
a Minor Recreation
Corridor
9A - 101
San Clemente Vision Plan 27
Coastal Access Points EXISTING CONDITIONS INVENTORY
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
§¨¦5
Poche
Capistrano Shores
North Beach
Diji Court
El Portal
Mariposa
Linda Lane
Corto Lane
Municipal Pier
T Street
Boca del Canon
Avenida
Pico
N El Camino Real
Coast Hwy
Camino Capistrano
Avenida Pico
Avenida
Avenida
Vista
Hermosa
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Capistrano Shores
North Beach
Diji Court
El Portal
Mariposa
Linda Lane
Corto Lane
Municipal Pier
T Street
Boca del Canon
Lost Winds
Riviera
Montalvo
Avenida Calafia
San Clemente State Park
N El Camino Real
Avenida Pico
ta
Hermosa
Coastal Zone Boundary
Ê Coastal Access Points
City Boundary
Source: San Clemente Centennial General Plan (2016)
According to the 2016
General Plan there are four
Coastal Access Points:
• Capistrano Shores
• North Beach
• Diji Court
• El Portal
9A - 102
28 San Clemente Vision Plan
Geologic, Seismic, and Soil Hazards EXISTING CONDITIONS INVENTORY DANA
POINT

ORANGE COUNTY

SAN DIEGO COUNT

P A C I F I C O C E A N
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Mares
Avenida
d
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
POINT

ORANGE COUNTY

SAN DIEGO COUNTY

P A C I F I C O C E A N

MARINE CORPS BASE

CAMP PENDLETON
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Es
Avenida Pico
Avenida del Presidente
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Source: California Geological Survey (http://www.conservation.ca.gov/cgs/) Landslide Zone Area
Areas where previous occurrence of landslide movement, or local topographic, geological, geotechnical and subsurface water conditions indicate a potential for permanent ground displacements such that mitigation as defined in Public Resources Code Section 2693(c) would be required.

Liquefaction Zone Area
Areas where historic occurrence of liquefaction, or local geological, geotechnical and groundwater conditions indicate a potential for permanent ground displacements such that mitigation as defined in Public Resources Code Section 2693(c) would be required.

Source: San Clemente Centennial General Plan (2016)
According to the 2016
General Plan:
• Much of the study area
is within a Liquefaction
Zone Area
• There are small portions
of the study area
identified as Landslide
Zone Areas
9A - 103
San Clemente Vision Plan 29
Coastal Zone and Environmentally Sensitive Habitat Areas EXISTING CONDITIONS INVENTORY §¨¦5
Coastal Zone Boundary
Coastal Canyons
"
Experimental Reef Modules
Reef Location (approximate)
§¨¦5
Coastal Zone Boundary
Coastal Canyons
"
Experimental Reef Modules
Reef Location (approximate)
San Mateo Rocks
City Boundary
Source: San Clemente Centennial General Plan (2016)
• Nearly all of the study
area is within the
Coastal Zone Boundary.
9A - 104
30 San Clemente Vision Plan
Flood Hazards EXISTING CONDITIONS INVENTORY
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Mares
A
Avenida
del Presid
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
Flood Hazards Zones
100 Year Flood Hazard
500 Year Flood Hazard
City Boundary
§¨¦5
N El Camino Real
Avenida Pico
Coast Hwy
S El Camino Real
Avenida la Pata
Camino
de
Estrella
Camino
de
Los
Mares
Avenida
del Presid
Camino Capistrano
Calle
del Cerro
Avenida Pico
Avenida Vista
Hermosa
Flood Hazards Zones
100 Year Flood Hazard
500 Year Flood Hazard
City Boundary
Source: San Clemente Centennial General Plan (2016)
• Portions of the study
area near the shoreline
and near the I-5 freeway
are within the 500 Year
Flood Hazard area.
• The area directly around
the drainage channel
are within the 100 Year
Flood Hazard area.
9A - 105
HQTA Handbook
November 2017
DRAFT 11.14.17
HQTA Toolkit

HIGH QUALITY TRANSIT AREA

PILOT PROJECT
Southern California
Association of Governments
March 2019
9A - 106
Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents 2 SCAG HQTA Toolkit
Part III Funding Sources Additional Resources
HQTA Toolkit

HIGH QUALITY TRANSIT AREA

PILOT PROJECT
Southern California
Association of Governments
March 2019
Acknowledgments
The preparation of this report was financed in part through grants from the Federal Transit Administration, U.S. Department of Transportation. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation.

Southern California Association of
Governments (SCAG)
Grieg Asher, AICP, Project Manager
Jason Greenspan, AICP, LEED-GA, PP,
Manager of Regional Sustainability
Steve Fox, Senior Regional Planner
Gruen Associates (Prime Consultant)
Adam Maleitzke, AICP, Project Manager,
Director of Planning
Orlando Gonzalez, Senior Urban Designer
Elaine Carbrey, AIA, AICP, Associate Partner
Kamille Parks, Urban Designer/Planner
HR&A (Economics)
Amitabh Barthakur, Principal
Judith Taylor, Principal
Riddhi Chakraborty, Analyst
Iteris (Transportation)
Viggen Davidian, PE, Vice President
Deepak Kaushik, PE, Senior Transportation
Engineer
9A - 107
Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents SCAG HQTA Toolkit 3
Part III Funding Sources Additional Resources
In this Toolkit
The HQTA Toolkit is designed to implement Transit-Oriented Development (TOD) within the Region’s HQTAs. An outline for the Toolkit is presented below:

PART 1 Introduction PART 2 Toolkit PART 3 Additional Resources The HQTA Pilot Project offers technical
assistance and planning services to station
areas that have a high potential for transitsupportive development patterns and future growth.

The Toolkit includes contemporary best
practices for TODs, open space, and
complete street projects that are tailored to
the desired place types for a HQTA. Those
toolkit options are organized as follows:

Federal, regional, and local funding sources
for complete street, open space and
placemaking, and TOD projects are provided
in addition to other resources Cities may find
useful in evaluating their own HQTAs.

SCAG Region Issues,
Goals, and Objectives
pg. I-4
Benefits and
Components of TODs
pg. I-6
A - Complete Streets
pg. II-A-1
B - Open Space /
Placemaking
pg. II-B-1
C - Building Types &
Precedents
pg. II-C-1
A - Funding Sources
pg. III-A-1
B - Additional
Resources
pg. III-B-1
Purpose and
Introduction to HQTAs
pg. I-2
HQTA Place Types
pg. I-9
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Part III Funding Sources Additional Resources

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Part I
Introduction
Implementation of the Station Area Vision is accomplished through specific physical improvements. The HQTA Toolkit provides a collection of individual elements (infrastructure and policy) based on contemporary best practices that can be combined to improve the public realm for people who walk, bicycle, and take public transit.

How to Use this Toolkit
Purpose
Issues, Goals, and Objectives for the SCAG Region
Benefits and Components of TODs
HQTA Place Types
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Part I Introduction Part III Funding Sources Additional Resources Purpose
Vision
In the 2016 Regional Transportation Plan /
Sustainable Communities Strategy (RTP/
SCS), the Southern California Association of
Governments (SCAG) established a vision
for future investment in the communities
of the Southern California region: to
develop sustainable communities where
people enjoy increased mobility, greater
economic opportunity, and a higher
quality of life. This vision was developed
through years of community planning,
incorporating all the diverse physical forms
and individual perspectives of the region. The
core physical elements of that vision include:
• Compact and walkable communities,
seamlessly connected with public
transportation, that allow people to live
active and healthy lifestyles;
• Well maintained transportation networks
that effectively utilize public tax dollars;
• Sustainable, multi-modal transportation
system that improves air quality and
reduces the region’s climate change
contribution; and,
• Housing supply that is sufficient
to meet the needs of a growing
population, affordable, and provides
equal economic opportunity to diverse
neighborhoods across the region.

Implementing the Vision within
High Quality Transit Areas
At the heart of this vision is to concentrate
transit-oriented development (TOD) within
High Quality Transit Areas (HQTA). A HQTA
is defined as an area along transit corridors
or near major transit stations that have,
or will have in place, 15 minute service,
or better, during peak commuting hours;
SCAG identified these areas through the
development of the 2016/2040 RTP/SCS.

Between 2016 and 2040, 46 percent of new
housing and 55 percent of new employment
within the six county SCAG region is
expected to be developed within HQTAs.

Though well-served by transit, an HQTA
may not necessarily be a transit-oriented
community (TOC). TOCs are based on
the principles of TODs, but place greater
emphasis on significant changes in land
use patterns, socioeconomic outcomes, and
travel patterns at the neighborhood scale.

To achieve the regional vision, communities
must make infrastructure investments that
support walkable, compact communities
that integrate land use and transportation
planning for a better functioning built
environment.

These investments in active transportation
and higher density development should
be made through sensitive design that
responds to existing physical conditions
of the surrounding context - focusing TOD
investments to make areas more walkable
while complementing existing community
character. Sensitively designed TODs can
preserve existing development patterns and
neighborhood character while providing a
balance of modes and housing choices.

Purpose of the Toolkit
In 2017, SCAG launched the first round of
the HQTA Pilot Project. The Pilot Project
offers technical assistance and planning
services to station areas that have a high
potential for transit-supportive development
patterns and future growth. Once Station
Area Vision Plans are created, SCAG
will work with Pilot Project jurisdictions
to track the progress towards meeting a
variety of regional objectives, such as lower
greenhouse gas emissions and increased
transit ridership.

Generally, this Toolkit is a tool for guiding
the development of Station Area Vision
Plans and their implementation. It includes
strategies and investments for people who
walk, bike, and take public transportation,
while balancing considerations for drivers
and other modes. Specifically, this document
provides a range of physical investments
and strategies to construct, and measure
the impacts of well-designed TODs. The
individual physical elements addressed
by this document are identified in a typical
half-mile station area diagram shown on the
following page.

This Toolkit is meant to be used as a
resource for SCAG, municipalities, and
individual developers to build quality TOD
within the region’s HQTAs in order to address
a number of regional issues and achieve
a number of regional goals and objectives;
these issues, goals, and objectives are
enumerated on the following pages.

The HQTA Toolkit is a “living document” and
is designed to be regularly updated with
additional TOD amenity precedents over
time.
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Part I Introduction Part III Funding Sources Additional Resources 3 Mile Bicycle Zone: Bicyclists generally
commute to transit stations within a threemile bikeshed. 1/2 Mile Station Area: The maximum
distance most people are willing to walk
to transit is one-half mile, which roughly
equates to a 10-minute walk. Uses include
residential, retail, office, open space and
other employment uses.

Core Area: Uses include highest intensity
retail, office, residential, educational, open
space and employment uses and the transit
station corridor.

High Quality Transit Areas
The first step in planning for TOD is to determine the location and limits of the HQTA. A HQTA is defined in the RTP/SCS generally as a walkable transit village or corridor, within one half-mile of a well-serviced transit stop or a transit corridor with 15-minute or better service frequency (headways) during peak commute hours. This definition of a HQTA is based on the following Senate Bill (SB) 375 language, which provides the legal framework for funding of active transportation, TOD, and other infrastructure projects oriented towards reducing GHGs:

Major Transit Stop: A site containing an existing rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods.

High Quality Transit Corridor (HQTC): A corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours.

The figure below shows hypothetical HQTAs based on the SB 375 language for various transit route frequencies.

Within the HQTA, there are individual zones that have implications for TOD planning. The HQTA station/stop is surrounded by relatively high-intensity development, with intensity of development gradually reducing outwards to be compatible with lower-density uses as shown in the figure at right top.

The figure at right shows the location of all HQTAs within the SCAG region by 2040, which is based on the expected build-out of scheduled public transportation projects.

Legend
Bus Route
Bus Stop
Light Rail Train Route
Light Rail Train Station
HQTA
Local Street
1/2 Mile HQTA
1/2 Mile
1/4 Mile
5 Minute
Walk Zone
10 Minute
Walk Zone
15+ Minute
Walk Zone
Ventura
County
Note: Per the 2016/2040 RTP/SCS, there are no HQTAs identified for Imperial County.

Los Angeles
County
San Bernardino
County
Orange
County Riverside
County
Maps of HQTAs within the SCAG Region that provide detailed information on location of HQTAs are provided online:
www.Loremipsumdolorsitamet.com
Qualifying HQTAs based on Transit Frequencies
HQTA Zones
Location of HQTAs in the SCAG Region
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Part I Introduction Part III Funding Sources Additional Resources Issues in the SCAG Region
The vision set forth in the RTP/SCS
addresses major issues facing the SCAG
Region today:
• Environmental justice
• Affordablilty
• Population growth and displacement
• Air quality
• Economic development
• Transportation access and safety
• Goods movement
• Public health
• Climate change
All these issues facing the Region are
interconnected. They are the consequence of
past investments in sprawling development
and auto-centric transportation infrastructure
when land use and transportation planning
were isolated disciplines. In hindsight,
the auto-centric development patterns
were made without consideration for the
potential impacts to air quality, public health,
neighborhood fabric, and other factors.

The new vision for the SCAG Region,
centered on TODs within HQTAs integrates
transit-supportive land uses with a variety
of transportation options. A new urban
development pattern applies the context and
technologies of the 21st Century to produce
walkable, affordable, healthy, sustainable,
safe, and equitable communities.

Geographic Scales of TOD Planning
While major issues are perceived regionally,
it is the individual parcels, blocks, and
neighborhoods that produce the physical
conditions that influence regional outcomes;
they form the individual tiles of the regional
mosaic. The same applies for the goals and
objectives of the region. TODs occur at the
individual scale where localized issues can
match or be contrary to regional trends, but
they are not isolated from its context.

Understanding the value of how studying
every scale impacts the success of TOD is
demonstrated through research from Center
for Transit-Oriented Development (CTOD),
“Planning for TOD occurs at the scale of the
region, the corridor, the station area, and the
land parcel, and these separate levels of
planning should be coordinated to achieve
the most successful outcomes. Planning
at the regional scale serves to integrate
regional goals, such as decreasing traffic
congestion and improving public health, with
regional contexts, such as a consideration of
population growth and the location of major
employment centers. Planning for TOD most
often takes place at the station area level, and
this is where it’s easiest to understand local
benefits such as reduced transportation costs
for residents, and the creation of a sense of
place and community. Development projects
are planned at the scale of the [individual] land
parcel.”
This Toolkit will provide the tools to implement
individual projects both public and private that
improve both local and regional livability.

Regional
Local
Land Use
General Plan
Specific Plans
Zoning Code
Traditional Planning
Transportation
Capital
Improvement
Plans
New Approach to Planning
Land Use +
Transportation
HQTA Toolkit
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Part I Introduction Part III Funding Sources Additional Resources Goals
The following are the broad goals of the 2016/2040 RTP/SCS designed to address the primary issues facing the SCAG Region, which also apply to this Toolkit:
• Align plan investments and policies with improving regional economic development • Maximize mobility and accessibility for all people and goods in the region • Ensure travel safety and reliability
• Preserve and ensure a sustainable regional transportation system • Maximize productivity
• Protect the environment and health of the region’s residents by improving air quality and encouraging active transportation
• Actively encourage and create incentives for energy efficiency • Encourage land use and growth patterns that facilitate transit and active transportation • Maximize security of the regional transportation system Objectives and Metrics
The Pilot Project Vision Plans, guided by the strategies and investments contained in the Toolkit will help achieve the following 2016/2040 RTP/SCS objectives:
• 8 percent reduction in GHG emissions per capita by 2020, 18 percent reduction by 2035, and a 21 percent reduction by 2040 - compared to 2005 levels • Improve regional air quality
• 4 percent increase in commute trips made by carpooling, active transportation (walking and biking) and public transit from current single occupant vehicle trips • 7 percent reduction of vehicle miles traveled (VMT) per capita • 17 percent reduction of vehicle hours (VHT) per capita for automobiles and light/medium duty trucks
• 1/3 increase in daily travel by public transit
• 39 percent reduction of delay on roadways per capita
• Create more than 351,000 jobs annually
• Reduce the amount of undeveloped (greenfield) lands by 23 percent • Reduce the regional obesity rate from 26.3 percent to 25.6 percent in areas with land use changes
Once the Vision Plans are developed, SCAG will work with pilot project jurisdictions to track the progress of pilot projects towards meeting regional objectives through a set of metrics.

Pilot projects that successfully reduce GHGs or meet other objectives will be held up as models for other station areas with similar characteristics. Taken together, successful pilot projects will help to address the major issues facing the SCAG Region today.

Goals and Objectives for the SCAG Region
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Part I Introduction Part III Funding Sources Additional Resources Benefits of TODs
Transit-Oriented Development (TOD) is a
form of urban development that is different
than urban development that occurred during
the sprawl that ensued after WWII. The
postwar population boom led to a sprawling
development pattern that was enabled by
the construction of freeways and inefficient
infrastructure and land use investments.

TOD can accommodate inevitable future
population and job growth that addresses
the issues we face today, and focuses that
new urban development in HQTAs that
preserve and improve the quality of existing
communities.

A new population boom offers the opportunity
to reshape how the region grows. According
to estimates by SCAG, Los Angeles
County alone will add up to 1 million new
residents by 2030. TODs are equipped to
accommodate future growth while largely
preserving existing neighborhood character.

The illustration at right lists the numerous
benefits of TODs, which have been
grouped into the categories of environment,
economic, and social.

SOCIAL
• Increased transit ridership
• Reduced VMT
• Reduced GHG
• Improved Air Quality
• Conservation of land and open space
• Catalyst for economic development
• Redevelopment of vacant and
underutilized properties
• Increased property value
• Decreased infrastructure costs
• Revenue for transit systems
• Reduced household spending on
transportation
• Increase in affordable housing
• Increased housing and employment
choices
• Greater mobility choices
• Health benefits
• Enhanced sense of community
• Enhanced public safety
• Increased quality of life

ENVIRONMENT ECONOMIC
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Part I Introduction Part III Funding Sources Additional Resources A typical HQTA should include a mixture of housing, office, retail and/or other commercial development and amenities integrated into a walkable neighborhood and located within a half-mile of quality public transportation. 1
1 2
234
4 3
5 5
Parking: Strategies
GOAL: Reduce reliance upon SOVs by managing the supply
and demand of parking
Shared, district-wide parking
Reduced parking supply
Reliance upon multiple modes to address mobility needs
Appropriately-priced parking to manage demand
Car-share, transit and cycling incentive programs
Street Design / Active Transportation
GOAL: Balance the provision of pedestrian, cyclist, transit, and single-occupancy vehicles (SOVs) infrastructure by
promoting “complete streets”
Design amenities for all modes (shelters, storage, etc.) Design streets with pedestrian and cyclist safety in mind Employ traffic-calming devices to reduce collisions
Buildings / Urban Design
GOAL: Promote attractive, pedestrian-friendly buildings that contribute to the character of a district and have active ground floor uses
Promote building articulation and variety
Use a diverse pallete of materials
Locate parking behind buildings and retail along streets Design for flexibility to allow for future conversion to other uses Mix of Land Uses / Higher Densities and Intensities
GOAL: Encourage transit-supportive uses at higher densities and intensities in walking distance to transit stations/stops Design for flexibility to allow for future conversion to other uses Provide for convenience retail that serves transit commuters Open Space: / Placemaking
GOAL: Design for active and passive recreational
opportunities
Privately-owned, publicly-accessible public spaces (POPs) Publicly-owned civic spaces for passive + active recreation Public spaces of a wide variety of types and programming Components of TODs
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Part I Introduction Part III Funding Sources Additional Resources TOD Performance Metrics
Number of Jobs
Transit-oriented communities have
active local businesses and attract
new economic development.

Housing Units
A higher density of housing units along
transit routes increases residents’
access to alternative modes of travel.

Population
Cities with population densities
concentrated along transit routes are
healthier, more economically stable,
and produce less carbon emissions.

Vehicular Delay
A reduction in vehicular delay can
reduce GHG emissions from idling
cars.

Travel Mode Share
Streets designed for all modes of
travel can reduce occurrences and
severity of traffic collisions.

Public Transit Usage
An increase in public transit ridership
reduces the number of singleoccupancy vehicles on the road and provides revenue for cities.

Vehicular Hours Traveled (VHT)
A reduction in VHT promotes mental
health in commuters by reducing
commute fatigue.

Vehicular Miles Traveled (VMT)
A reduction in VMT eases traffic
congestion, promotes active
transportation, and reduces GHG
emissions.

Baseline conditions for each HQTA are
established using the most recent version
of the SCAG model (2016 RTP/SCS).

Evaluation of the Pilot Project Buildout
conditions includes modification to the SCAG
model’s Transportation Analysis Zones
(TAZs) to represent the land use forecast to
be built.

Each analysis of the Pilot Project Buildout
proposed by the HQTA Vision Plan used
the number of jobs, housing units, and
population to estimate the following metrics:

Vehicle Miles Traveled (VMT) per capita
is a measurement of the number of vehicle
trips multiplied by the distance of those trips
(in terms of miles traveled). The total VMT
(generated by the TAZ’s within the HQTA) is
divided by the population within the HQTA
area to determine the VMT per capita. Data
from all TAZ’s within, or overlapping with,
the HQTA boundaries is included in the
calculation.

Vehicle Hours Traveled (VHT) per capita
is a measurement of the number of vehicle
trips multiplied by the duration of those trips
(in terms of hours traveled). The total VHT
(generated by the TAZ’s within the HQTA) is
divided by the population within the HQTA
area to determine the VHT per capita. Data
from all TAZ’s within, or overlapping with,
the HQTA boundaries is included in the
calculation.

Travel mode share within the HQTA is
calculated by obtaining the total origins and
destinations (auto and transit) for each zone
within the HQTA, and calculating the travel
mode share based on raw model output
data.

Public transit usage is calculated as the
number of daily transit trips within the HQTA.

Vehicular delay is calculated as the total
daily vehicle delay on all roadway links within
the HQTA.
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Part I Introduction Part III Funding Sources Additional Resources HQTA Place Types
During the generation of growth scenarios for the 2016 RTP/SCS, SCAG developed a set of 35 place types that are based on observations of station areas in California and throughout the United States. Each place type is embedded with assumptions for density/intensity, land use type and mix, built form, and connectivity, each of which can be quantified and compared across many different stations. Place types are organized into “urban,” “compact,” and “standard.”
These place types recognize the rich diversity and wide variety of communities in the SCAG region. The goal of the HQTA program is not to replicate the same TOD model for each community, but rather to build upon the unique attributes of each city. Through this approach, each community can identify its strengths and opportunities to create compact, livable, walkable communities. Communities can refer to these place types as they define the current conditions and desired qualities of their HQTA.

Progress towards meeting these goals will be tracked through a series of targets and metrics identified in each Vision Plan. These targets include density, connectivity, primary mode of travel, and greenhouse gas reductions, among others. Of the 35 place types identified by SCAG, 17 meet or exceed density thresholds that will promote the use of high quality transit.

These are listed in bold below. A more complete profile of each of the 17 place types is presented on the following pages. A summary table of metrics for each place type can be found in the “Additional Resources” section of this Toolkit.

URBAN
Urban
• Urban Mixed Use
• Urban Residential
• Urban Commercial
• City Mixed Use
• City Residential
• City Commercial
Compact
• Town Mixed Use
• Town Residential
• Town Commercial
• Village Mixed Use
• Village Residential
• Village Commercial
• Neighborhood Residential
• Neighborhood Low
Other
• Campus / University
• Institutional
Standard
• Office Focus
• Mixed Office and R&D
• Office / Industrial
• Industrial Focus
• Low-Density Employment Park
• High Intensity Activity Center
• Mid Intensity Activity Center
• Low Intensity Retail-Centered Neighborhood
• Retail: Strip Mall / Big Box
• Industrial / Office / Residential Mix High
• Industrial / Office / Residential Mix Low
• Suburban Multi-family
• Suburban Mixed Use Residential
• Residential Subdivision
• Large Lot Residential Area
• Rural Residential
• Rural Ranchettes
• Rural Employment
• Open Space
Connectivity
(intersections/sq.
mile)
200
180
150
100
60 STANDARD

COMPACT
Density
(gross dwelling
units/acre)
150+
100-150
50-80
20-50
10-20 Single-Family Home
Accessory-dwelling
Unit
Townhome
Duplex
Fourplex
Four-story apartment
building
Six-story apartment
building
Multiplex
Mid-rise building
(7-10 stories)
High-rise building
(10+ stories)
Connectivity in
Station Area
(street grid and quartER/halfmile station buffERs shown) Examples of Building Density/
Intensity
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Part I Introduction Part III Funding Sources Additional Resources HQTA Place Types
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Part I Introduction Part III Funding Sources Additional Resources HQTA Place Types
Source: 2016 RTP/SCS
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Part II
Toolkit
Implementation of the Station Area Vision is accomplished through specific physical improvements. The HQTA Toolkit provides a collection of individual elements (infrastructure and policy) based on contemporary best practices that can be combined to improve the public realm for people who walk, bicycle, and take public transit.

A - Complete Streets
B - Placemaking
C - Building Types & Precedents
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Part I Introduction
II-ii SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

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Part II
Toolkit

A - COMPLETE STREETS
Street Design
Intersections
Infrastructure
Amenities
Other
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II-A-2 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Complete streets are designed and
constructed to serve all users of streets
regardless of age or ability or whether they
are driving, walking, bicycling, or taking
transit.1
In many areas of the SCAG region,
vehicular travel lanes have been given
priority within the public right-of-way over
other forms of transportation leaving little
space for sidewalks, bicycle paths, and
transit. In HQTAs within the constrained
street right-of-way, the challenge is to create
a network of complete streets where treelined walkways, bicycle paths, pedestrian/ bicycle amenities and transit connections
are balanced with the requirements of
automobiles. The two diagrams illustrate an
example of transforming a major corridor into
a more walkable, bicycle friendly, and transitsupportive street.

Benefits
• Safety – Designing streets that consider
safe travel for all modes can reduce
occurrences and severity of vehicular
collisions with pedestrian and bicycles.
• Health – Promotes a healthy lifestyle by
encouraging physical activity.
• Greenhouse Gas Emission reduction
– Developing an integrated land use
and transportation pattern in a HQTA
can reduce VMT and greenhouse gas
emissions.
• Economic Development – Multi-modal
transportation networks can improve
economic activity of local business and
attract new economic development.

Street Design
• Lane Width and Re-purposing
• Transit Lanes
• Bicycle Lanes and Paths
• Sidewalks
• Bus Bulbs
• Speed Table
Intersections
• Traffic Circle
• Diverter
• Median Refuge Island
• Curb Extension
• Protected Bicycle Intersection
• Enhanced crosswalk
• High-intensity Activated Crosswalk
(HAWK) Beacon
• Scramble Crosswalk
• Curb Ramp
Infrastructure
• Chicane
• Street trees
• Treelet
• Greenway Planters / Bioswales
• Permeable Paving
• Lighting
Amenities
• Wayfinding
• Street Furniture
• Transit Shelter
Other
• Demonstration Projects
Source: NACTO
Complete Streets
1 State of California OPR, General Plan Guidelines:

Complete Streets and the Circulation Element, 2010.
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Part I Introduction
SCAG HQTA Toolkit II-A-3
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Complete Streets
ROUGH ORDER OF MAGNITUDE (ROM) COST ESTIMATES FOR COMPLETE STREET AMENITIES (2019) The table at right lists an estimated cost
range for the complete street elements
profiled in the HQTA Toolkit. These estimates
can be used as cities develop more detailed
complete street plans as priority projects
move forward.

Costs for contingencies (design and
construction), general contractors, contractor
overhead and project, bonds and insurance,
and escalation are factors which may
increase the cost estimates provided at right.

These factors vary by city, and should be
added to the estimates on a case-by-case
basis.

The Toolkit is a living document meant to
be updated over time. These cost estimates
should be updated periodically to reflect
the average costs for the complete street
amenities described herein.

Complete Street Treatments Lower Limit ($) Upper Limit ($) Unit Street Design
Street Reconstruction to achieve transit lanes or protected bike lanes, new curbs, wider sidewalks, new street/pedestrian lighting, street trees, street furniture, storm water management
$15,000,000 $28,000,000 / mile
Transit Lanes (re-striping only, no new curb, no color) $25 $30 LF Bicycle Lanes (re-striping only, no new curb) $25 $30 LF Sidewalks (new paving) $25 $80 SF
Bus Bulbs (at intersection) $25,000 $32,000 each
Speed Table $50,000 $100,000 each
Intersections
Raised Crosswalk $8,000 $15,000 each
Traffic Circle $50,000 $100,000 each
Diverter $25,000 $50,000 each
Median Refuge Island $15,000 $30,000 each
Curb Extension (each corner) $12,000 $16,000 each
Curb Extension: Mid-block $7,000 $12,000 each
Protected Bicycle Intersection $75,000 $150,000 each
Enhanced Crosswalk $2,500 $5,000 each
High-intensity Activated Crosswalk (HAWK) Beacon $50,000 $150,000 each Scramble Crosswalk $15 $20 SF
Curb Ramp $3,000 $5,300 each
Infrastructure
Chicane $10,000 $25,000 each
Street Trees: General $1,500 $2,500 each
Street Trees: Palms $4,000 $5,000 each
Treelet $3,000 $10,000 each
Greenway Planter / Bioswale $50 $60 SF
Permeable Paving $25 $50 each
Lighting: Street (30’ tall) $30,000 $50,000 each
Lighting: Pedestrian (15’ tall) $5,000 $6,000 each
Amenities
Wayfinding Signage (excludes monument signage) $2,000 $3,000 each Street Furniture: Benches $1,200 $3,200 each
Street Furniture: Waste Receptacle $1,500 $2,500 each
Street Furniture: Bicycle Racks $600 $1,800 each
Street Furniture: Bicycle Fix-it Station $3,500 $4,000 each Transit Shelter (new custom) $25,000 $50,000 each
Demonstration Projects: Bollards $6,000 $2,500 each
Demonstration Projects: Planters $3,000 $4,000 each
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Complete Streets

LANE WIDTH AND REPURPOSING
SbX with its bus-only lanes in downtown San Bernardino, CA In HQTA areas reducing the width of vehicular travel lanes will allow more space to be devoted to other mobility modes including pedestrian. In addition, narrowing lane widths act as traffic calming by reducing vehicular speeds which can decrease pedestrian-auto collisions. Repurposing a vehicular travel lane to a bus only lane can increase the number of people being moved along the street in less space. The example shown illustrates a street with four vehicle lanes of 12’ to 13’ width repurposed for two vehicular travel lanes, a bus only lane, a parking lane, and a one way buffered bike lane. There are many ways streets can be reconfigured to accommodate multiple transportation modes. The key is to determine for each street which modes are to be given priority if there is not space for all. Many cities define in their plans which streets should have transit priority, pedestrian priority, vehicle enhanced or be bike enhanced streets and apply these categories to address constrained right-of-way conditions.

Best Design Practices / Guidelines
In constrained conditions, vehicular roadway lane widths may be reduced to 10’, parking lanes to 7’ to 8’, exclusive bus lanes to 12’ to 13’, one way bike lanes from 5’ to 7’, and two way bike lanes to 12’ including shoulders.

A
Amenities Infrastructure Intersections Street Design
A
Source: NACTO
9A - 127
Part I Introduction
SCAG HQTA Toolkit II-A-5
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

TRANSIT LANES
Georgia Avenue, Washington D.C. 34th Street, New York
A
Amenities Infrastructure Intersections Street Design
A
B
C
Complete Streets
Transit on a complete street may include 1) a bus that shares a vehicular lane, 2) a peak-hour bus lane that prohibits curbside parking in peak hours, 3) a bus only lane, (either curb side or in the median),4) a street car, or 5) a rail line. Peak hour bus lanes or exclusive bus only lanes shown in the illustrations increase the efficiency of transit especially on congested streets. On exclusive bus only lanes high ridership buses with transit signal priority at intersections move more quickly than adjoining traffic. Mixed traffic is only allowed to enter or cross a bus only lanes to turn at an intersection or park at designated parking areas. Bus only lanes may be used by emergency vehicles.

Best Design Practices
Exclusive (dedicated) bus lanes width varies from 12’ to 13’ depending on transit agency requirements and street constraints.

Exclusive bus lanes require physical barriers to separate bus lanes from mixed flow traffic which could be concrete barriers, bollards, delineators, or other devices.

Well designed and branded transit shelters with ample space for waiting, protection from the sun, rain and wind, adequate lighting, variable message signs, seating, trash, receptacles will contribute positively to the passenger experience and the streetscape environment.

Source: NACTO
B
C
9A - 128
Part I Introduction
II-A-6 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

BICYCLE LANES AND PATHS
Source: NACTO
Class IV bike path, the Bowery, New York Class IV bike path, Rosemead Blvd, Temple City, CA Providing a robust bicycle network within 3 miles of a HQTA transit station/stop will assist in the first last mile connections to the transit station/stops and provide an alternative to the automobile for those living, working and playing within the HQTA area. Options to consider in providing safe, dedicated bicycle lanes/path in the HQTA include: 1) bicycle lanes (class II) are striped lanes located adjacent to the curb or to parked cars. 2) a bicycle path (class III) is a two way path usually on one side of a street or in a separate right-of-way 3) protected bike lanes or cycle tracks(class IV) contain a buffer or physical separation between the bike lane and parked cars or vehicular travel lanes as shown in the illustration.

Best Design Practices / Guidelines
Bike lanes are a minimum of 5’ width; 7’ width desirable.

Protected bike lane – Buffers could be wide striping in the pavement, a raised concrete curb or median, bollards or landscaping. The buffer should be a minimum of 3’ if adjacent to parked cars and will need to be broken at driveways and at intersections.

Along the bike lane/bike path there needs to be adequate bicycle parking which could include bike racks, bicycle lockers, bike corrals, bike bulbs and shared bike stations.

Amenities Infrastructure Intersections Street Design
A
B
A
C
Complete Streets
B
C
9A - 129
Part I Introduction
SCAG HQTA Toolkit II-A-7
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

SIDEWALKS
A continuous, attractive landscaped pedestrian network provided in a HQTA area will connect a dynamic mix of uses with transit facilities. Adequate sidewalk width and pedestrian amenities will help create a walkable environment throughout the entire HQTA area. In addition to having travel lanes, devices such as “bump outs” or curb extensions are methods to provide more sidewalk width in constrained right-of-way conditions. These curb extensions may be used for bus stops, additional landscaping, outdoor dining and other amenities.

Best Design Practices / Guidelines
Sidewalks typically can be classified into the following three zones. 1) an amenity zone next to the curb, 2) a pedestrian zone for access and, 3) a frontage zone. The amenity zone, sometimes called the parkway typically includes street lights, street trees, landscaping, signage, bike racks, trash receptacles, local bus stops with transit shelters, seating, and utilities. It could contain storm water treatment, parking meters, public art, and outdoor dining. The pedestrian zone includes enough walking area to accommodate the number of people walking abreast depending on the land use and must meet ADA requirements. The frontage zone is adjacent to the property line and its width will vary depending on the adjacent land use. In a retail area it may contain outdoor dining, planter boxes, railings, seating, and other amenities.

Sidewalks and parkways of 12’ to 15’ or more are desirable as they are wide enough for street trees, pedestrian amenities, and allow at least two people to pass another.

Sidewalks/parkways should not be less than 10’.

Paving patterns will vary per City requirements for construction and maintenance and could include standard gray concrete, colored concrete, decorative paving, permeable paving, and others.

To create a lively active pedestrian environment, the building entrances should be located with access directly from the sidewalk. The ground level frontage of the building facing the sidewalk should provide visual interest with clear glass windows that support the pedestrian environment.

Amenities Infrastructure Intersections Street Design
B
D
A
C
Complete Streets
Culver City, CA Tokyo, Japan
West Hollywood, CA Chicago, IL
9A - 130
Part I Introduction
II-A-8 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

BUS BULB
Dexter Avenue, Seattle, WA
A bus bulb is a curb extension that allows buses to stop in a vehicular travel lane increasing transit efficiency as the bus stopped at the curb does not need to wait to pull into moving traffic.

Bus bulbs create more space adjacent to the sidewalk for pedestrian and transit amenities.

Best Design Practices / Guidelines
Bus bulbs are typically located on multi-lane arterials with curb side parking allowing for an extension of the sidewalk at intersections and for vehicles to pass stopped buses in adjoining lanes.

Bus bulbs are used in constrained sidewalk conditions where there is limited space for a transit shelter and other amenities.

Bus bulbs may be used in high bus ridership corridors for premium service such as Rapid or Bus Rapid Transit.

Far side bus bulbs are preferred over near side bus bulbs to avoid right turn interference.

The length of bus bulbs vary depending on the type (local or articulated) and the number of buses at a stop. The length of the bus bulb is often constrained by driveways and other physical conditions. For conceptual design guidance a minimum length of 60’ to 140’ and a width of 8’ should be considered and longer if more than one bus will be stopping at the same time.

A
Amenities Infrastructure Intersections Street Design
A
B
C
D
E
Complete Streets
B
C
D
E
Source: NACTO
9A - 131
Part I Introduction
SCAG HQTA Toolkit II-A-9
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

SPEED TABLE
Speedway, IN
Speed tables are traffic calming devices that raise the pavement several inches to reduce traffic speed and improve safety for pedestrians and bicycles crossing a roadway.

Best Design Practices / Guidelines
Speed tables have a flat surface with sloped ramps for vehicles.

To shorten the distance of crossing a street, speed tables are typically located in conjunction with a curb extension and with the flat surface at the level of the curb.

A
Amenities Infrastructure Intersections Street Design
A
B
Complete Streets
B
Source: NACTO
9A - 132
Part I Introduction
II-A-10 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Traffic circles are circular islands in the center of intersections that control the flow of traffic.

Drivers that enter the traffic circle must travel in a counter clockwise direction around the island to get to the other side. Intersections with traffic circles can be signalized, stopcontrolled, or yield-controlled. Traffic circles slow the flow of vehicular traffic into intersections, which creates a more safe and comfortable environment for bicyclists and pedestrians.

Studies have shown traffic circles improve air quality and roadway circulation by eliminating the stop-and-start movements associated with a four-way stop.

Best Design Practices / Guidelines
Use permeable materials and low water landscaping within the traffic circle for storm water management and create an attractive image.

Use signs and reflective paint on the curb to improve visibility.

Design speeds for vehicular movement, around the traffic circle should be 10 to 15 mph.

TRAFFIC CIRCLE
Vista Bike Boulevard, Long Beach, CA
A
Amenities Infrastructure Intersections Street Design
A
B
C
Complete Streets
B
C
Source: Gruen Associates
9A - 133
Part I Introduction
SCAG HQTA Toolkit II-A-11
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A traffic diverter is a roadway design feature which is placed upon a street or roadway in order to prohibit vehicular traffic from entering into, or from any street. Traffic diverters can be low cost and be large planters, signs, dirt filled concrete drums, curbs, curb extensions and more permanent installations. A raised median diverter allows through traffic for bicycles while directing drivers onto an arterial street more appropriate for car traffic. Diverters also make the crossing much easier and safer for pedestrians. Diverters may include drought-resistant landscaping that can, integrate them into the feel and fabric of the surrounding neighborhood.

Best Design Practices / Guidelines
Use signs within the diverter and reflective point on the curb to improve diverter visibility.

Use permeable materials and low water landscaping within the diverter for storm water management and aesthetics.

Bicycles can freely pass through the diverter. Enhanced cross walks and a “Z” pedestrian crossing can improve pedestrian safety.

DIVERTER
A
Amenities Infrastructure Intersections Street Design
B
C
Complete Streets
A
B
C
Source: Gruen Associates
9A - 134
Part I Introduction
II-A-12 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Median refuge islands can provide a protected space for pedestrians or bicyclists crossing the street. Medians are elevated barricades that divide the roadway down the center. A refuge island can provide additional protection for pedestrians and bicyclists along busy corridors by allowing them to navigate only one direction of traffic at a time. They are especially recommended for wide streets and arterials that pedestrians may have trouble crossing before the end of the signal phase.

Best Design Practices / Guidelines
Median refuge should accommodate pedestrians with disabilities and provide all pedestrians with a clear path of travel.

The minimum width is 6 feet, a preferred width of 10’, and a length of 12’ or the length of the crosswalk which ever is wider.

Signage and reflective material should identify the refuge island.

Provide detectable paving for visually impaired uses to indicate the line between the travel lanes and the pedestrian refuge.

MEDIAN REFUGE ISLAND
Arlington, VA
A
Amenities Infrastructure Intersections Street Design
B A
C
D
Complete Streets
B
C D
Source: Gruen Associates
9A - 135
Part I Introduction
SCAG HQTA Toolkit II-A-13
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A curb extension is a portion of the sidewalk that is extended into the street or parking lane and typically occurs at intersections. This reduces the distance that pedestrians need to walk to cross the street, makes pedestrians more visible to motor vehicles, and causes drivers to reduce speeds by narrowing the roadway. Curb extensions offer space for amenities such as street furniture, bike racks, public art, transit shelters and landscaping. Curb extensions must be installed with curb ramps that comply with ADA standards. Curb extensions are typically installed at corners but they can be used at mid-block crossings as well.

Best Design Practices / Guidelines
A curb extension should not obstruct sight lines and allow motorist to clearly see pedestrians and bicyclist. Well designed curb extensions could include low height landscaping, bioswale planting, bike parking, or seating.

To avoid conflict with bike lanes curb extensions often occupy a portion of a curb side parking lane.

A curb extension could modify the storm water flow and the street may need to be redesigned by providing curb breaks into a bioswale, relocating catch basins or an ADA compliant grated channel to redivert stormwater to existing catch basins.

CURB EXTENSION
Long Beach, CA
A
Amenities Infrastructure Intersections Street Design
A
B
C
Complete Streets
B
C
Source: Gruen Associates
9A - 136
Part I Introduction
II-A-14 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

PROTECTED BICYCLE INTERSECTION
San Francisco, CA
A
Amenities Infrastructure Intersections Street Design
B A
C
A protected bicycle intersection utilizes curb extensions to add a barrier between a bicycle lane and vehicle travel lanes at an intersection. Like other curb extensions, this makes cyclists and pedestrians more visible to motor vehicles. This arrangement provides greater safety for cyclists at intersections by preventing motorists from intersecting with cyclists when making a right turn and providing turning cyclists with an area to queue without interfering with either cyclist or motorists traffic. Protected bicycle intersections offer less space for pedestrian amenities as other forms of curb extensions.

Best Design Practices / Guidelines
A protected bicycle intersection can be implemented in configurations with shared travel lanes or bicycle-only lanes. Roads with shared traffic lanes will have dedicated bicycle lanes at intersections to accommodate protected intersections.

Well-designed protected bicycle intersections provide sufficient space for at least one cyclist to queue in the protected area. Queuing space can be maximized by widening the inside radius of the corner safety island.

A protected bicycle intersection can include low height landscaping in raised corner safety islands.

B
C
Complete Streets
Source: ALTA
9A - 137
Part I Introduction
SCAG HQTA Toolkit II-A-15
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Installing crosswalks at controlled and mid-block help pedestrians to identify ideal locations at which to cross a street. Marked crosswalks also indicate to motorists where pedestrians have right-of-way and where to yield. Crosswalks should be highly visible to both drivers and pedestrians and can be installed with basic striping or decorative pavers. Crosswalks can also be supplemented with in-pavement flashing lights, elevated “table crosswalks,” or freestanding beacons to increase visibility, which is particularly important for mid-block crossings.

Best Design Practices / Guidelines
A continental crosswalk has wide highly visible longitudinal strips paired with a stop line setback from the crosswalk.

Curb ramps shall be designed to align with cross walks.

Vertical elements such as street trees should not block visibility of pedestrians in the crosswalk.

ENHANCED CROSSWALK
Chicago, IL
A
Amenities Infrastructure Intersections Street Design
A
B
C
Complete Streets
B
C
Source: Gruen Associates
9A - 138
Part I Introduction
II-A-16 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources HAWK pedestrian signals, beacons, and push buttons promote intersection safety. Pushing the pedestrian button alerts the signal system of the presence of a pedestrian requesting a “walk” signal. In some cases, such as at a mid-block crossing, the pedestrian must press the button to receive a “walk” sign. At signalized intersections, the pushing of the button will reduce the pedestrian’s wait time for crossing the street.

Best Design Practices / Guidelines
Push buttons should incorporate tones for the visually impaired.

Push buttons are appropriate for arterial streets, congested streets and in areas with a high concentration of seniors as they can allocate more time for pedestrian crossing.

HIGH-INTENSITY ACTIVATED CROSSWALK (HAWK) BEACON
A
Amenities Infrastructure Intersections Street Design
B
Complete Streets
Source: NACTO
9A - 139
Part I Introduction
SCAG HQTA Toolkit II-A-17
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources When activated, scramble crosswalks signalization temporarily stops traffic to allow pedestrians to cross at an intersection in any direction. The crossings can be striped with paint or pavers and can be used to direct pedestrian movement. Scramble crosswalks are advantageous in areas with high pedestrian traffic, as they more efficiently allow pedestrians to cross directly to their desired corner even diagonally , as opposed to having to wait for successive crossing signals.

Best Design Practices / Guidelines
Scramble intersections have “pedestrian only” phase in signal light cycles during which vehicles are prohibited from entering an intersection including right turns. “Continental” crosswalks or decorative concrete unit pavers may be used at scramble intersections. Continental crosswalks include wide bands perpendicular to the direction of travel.

Curb ramps and tactile warning strips should be provided at curbs to meet ADA requirements.

SCRAMBLE CROSSWALK
Pasadena, CA
A
Amenities Infrastructure Intersections Street Design A
B
C
Complete Streets
B
C
Source: Gruen Associates
9A - 140
Part I Introduction
II-A-18 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Curb ramps allow persons in wheelchairs, with walkers, with strollers, and with other disabilities convenient access to the sidewalk from the street. The Americans with Disabilities Act (ADA) requires curb ramps to be installed at all locations where pedestrians cross. Curb ramps for each crossing approach are preferred rather than one curb cut per corner so that visually impaired persons have better orientation. Warning strips should be installed on all ramps.

Best Design Practices / Guidelines
All curb ramps should have ADA - approved ramps with detectable warning surface (min. width 24”) in yellow.

At least 48” of landing should be provided behind the curb ramp.

CURB RAMP
Long Beach, CA
A
Amenities Infrastructure Intersections Street Design
B
B
Complete Streets
A
Source: Gruen Associates
9A - 141
Part I Introduction
SCAG HQTA Toolkit II-A-19
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Chicanes reduce vehicle speeds by visually narrowing the roadway and requiring vehicles to shift their positions horizontally. Chicanes and chokers are curb extensions that alternate from one side of the street to the other and calm traffic. If supplemented with landscaping, bike parking, seating and other amenities, chicanes can also create a more pleasant walking environment and a buffer between the sidewalk and the street. The City of Seattle found an 18-35% reduction in travel speeds and a 32-45% decrease in average daily traffic (ADT) volumes at locations with chicanes.

Best Design Practices / Guidelines
A chicane may require special striping of the street and signage reflective paint on the curb to ensure drivers are aware of the serpentine roadway.

Landscaping and storm water infiltration in the chicane contributes to a pleasant walking environment and can aid in wayfinding for drivers.

CHICANE
Austin, TX
A
Amenities Infrastructure Intersections Street Design
A
B
Complete Streets
B
Source: Gruen Associates
9A - 142
Part I Introduction
II-A-20 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A
Complete Streets
Street trees will enhance the walkability, comfort and attractiveness of the HQTA pilot area streets. Street trees provide visual interest, unity and shade protection from the hot sun.

Landscaping of parkways and tree wells compliment and support street trees and assist in storm water management. Street trees reduce the heat island effect, reduce storm water runoff, improve air quality by absorbing greenhouse gases, and can provide wild life habitat and food.

Best Design Practices / Guidelines
Street trees and landscaping in the amenity zone should be specified to achieve a strong visual image that fits in the neighborhood, to respond to the area’s climate, for low water requirements, for resistance to disease, for compatibility with soil and drainage conditions, and to avoid invasive roots that will uplift sidewalks.

If streets are wide, tall canopy trees should be selected to create a strong visual impact and smaller trees may be selected for local small scaled street.

Typical street trees should be spaced 30’ - 35” apart while avoiding interference with street lighting, utilities and visibility of approaches to intersections and driveways.

STREET TREES
Amenities Infrastructure Intersections Street Design
C
Bethesda, MD
Culver City, CA West Hollywood, CA
9A - 143
Part I Introduction
SCAG HQTA Toolkit II-A-21
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A treelet is a curbed tree well that is extended into the parking lane between on-street parking spaces. Treelets are typically used as an alternative to planting strips and tree wells in business districts and other areas where the existing sidewalk width is narrow and it is important to maintain the maximum width to accommodate pedestrian volumes and accessibility. Treelets can often be accommodated between existing parking spaces and typically do not impact the number of parking spaces along the street. A tree pit is saw-cut out of the street and a curb extension is built outside the gutter dimensions to prevent conflicts with existing drainage infrastructure.

Best Design Practices / Guidelines
Treelet island length and widths vary with on-street parking conditions and existing utilities.

Treelets should not obstruct sight lines of drivers viewing pedestrians. Parallel parking lengths should meet city standards.

TREELET
Long Beach, CA
A
Amenities Infrastructure Intersections Street Design
A
B
Complete Streets
C
B
Source: Gruen Associates
9A - 144
Part I Introduction
II-A-22 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Greenway planters/bioswales meet an increasing demand to mitigate storm water pollution from our streets and impermeable surfaces in our urban areas. Bioswale parkways between the street and sidewalk collect and filter stormwater run off from streets. Curb cut-outs direct street runoff into the permeable soils and native plants or grasses to help reduce the flow of water and to filter out pollutants such as sediment, trash, and heavy metals. Drainage pipes installed beneath the soil carry the filtered water to the storm drain system.

Best Design Practices / Guidelines
Greenway planters or bioswales may be designed in many ways and individual cities are starting to develop standards for green streets that filter storm water. The illustration is one example of a greenway planter where the curb is broken to allow storm water in the gutter to flow into a bioswale planter in the sidewalk area.

If there is not curbside parking, place the greenway planter next to the curb. If there is curb side parking, place an accessible area between the curb and the greenway planter.

Allow for accessible breaks in the greenway planters periodically.

GREENWAY PLANTER / BIOSWALE
Hope Street and 11th Street, Los Angeles, CA Bioswale, Boston, MA A
Amenities Infrastructure Intersections Street Design
A
B
C
Complete Streets
B
C
Source: Gruen Associates
9A - 145
Part I Introduction
SCAG HQTA Toolkit II-A-23
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Permeable pavement allows stormwater runoff to seep through and into the soil below where the water is filtered and eventually directs to the existing aquifer. Permeable pavement is an alternative to typical concrete and asphalt paving and offers a range of utility, strength and sustainable properties. These materials include permeable concrete, asphalt, clay brick interlocking unit pavers, open grid pavers, gravel pavers or decomposed granite. Joints usually include aggregate.

Best Design Practices / Guidelines
Permeable paving may be used in the street, in parking lots and in sidewalks, especially in the amenity zone. Soil tests are needed to establish soil characteristics and to determine proper aggregate materials so water filters properly through the system.

Maintenance is required to keep debris from clogging joints.

PERMEABLE PAVING
Source: NACTO
A
Amenities Infrastructure Intersections Street Design
A
Complete Streets
Source: Gruen Associates
9A - 146
Part I Introduction
II-A-24 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Street lighting improves streetscapes by improving security and visibility for both bicyclists and pedestrians. Street lights should be installed on both sides of the street and the level of lighting should be consistent throughout the segment. To accompany city standard street lights, which are tall and often spaced ovER00’ apart, pedestrian scale lighting is shorter in height, more frequent and creates a more aesthetically pleasing, comfortable and safe environment to walk and stroll. Pedestrian-scaled lighting along bike paths and at bus stops also add to the safety and security of those arriving within the HQTA area. Intersections often require additional lighting to allow motorists to see pedestrians crossing. In addition, when operation and maintenance funds are available specialty lighting of trees and digital signage can add to the vitality of the area.

Best Design Practices / Guidelines
Lighting should have energy efficient fixtures such as LED which provides even, uniform distribution of light enhancing visibility and safety.

Pedestrian-scaled lighting can be located between street lights, interspersed with street trees in the amenities zone or if sidewalks are wide enough at the back of the sidewalks to maximize the number of street trees.

LIGHTING
Uptown Transit Hub, Cincinnati, OH
A
Amenities Infrastructure Intersections Street Design
A
B
Complete Streets
B
Source: Gruen Associates
9A - 147
Part I Introduction
SCAG HQTA Toolkit II-A-25
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Wayfinding improvements can help visitors navigate to major destinations, public facilities, and transit connections. Wayfinding signage can be divided into three categories: 1) Identification signs that mark important destinations such as buildings, activity centers, and public facilities. 2) Informational signage that provides more background information on a point of interest and often uses maps. 3) Directional signage that shows the optimal route between key destinations. A successful wayfinding strategy should make use of all three types of signage.

As part of this strategy, cities should develop directional signage for transit stations and informational signage for major destinations.

Best Design Practices / Guidelines
Graphic designers should develop a comprehensive signage system that is clear and concise for each of the type of signage.

Directional and informative signage should use a consistent color palette, fonts, materials and graphics and be scaled for its purpose.

WAYFINDING
Manufaktura Square, Łódź Poland Zeughaus Museum, Berlin, Germany A
2 1
3 Amenities Infrastructure Intersections Street Design
B
Complete Streets
Source: Gruen Associates
9A - 148
Part I Introduction
II-A-26 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Street furniture on sidewalks acts as a buffer between pedestrians and vehicular traffic and contributes to an active vital, walkable environment. Benches, water receptacles, and bicycle racks are recommended types of street furniture because they address needs that a pedestrian may have, such as a place to rest. Street furniture should be placed outside of the walking zone as to not create a hazard to pedestrians.

Best Design Practices / Guidelines
Except at bus shelters and when space allows, benches should face or be perpendicular to the sidewalk creating a seating node. Waste receptacles should be placed near nodes of activity and spaced frequently along the streetscape.

Considerations should be given to providing waste receptacles for recycling. Bicycle racks should be located near transit stops, major destinations and bike paths. Outdoor dining on private property and in the frontage zone should be encouraged where adequate space exists.

STREET FURNITURE
Concrete Bench by Escofet Caudal Drinking Fountain by Santa & Cole Grand Park, Los Angeles, CA A
Amenities Infrastructure Intersections Street Design
Complete Streets
A
Source: Gruen Associates
Outdoor Litter Bins by Crystal
9A - 149
Part I Introduction
SCAG HQTA Toolkit II-A-27
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Providing a shelter at all transit stops and stations allows commuters protection from sun and from inclement weather. Shelters should be established outside of the pedestrian walking zone and with sufficient room for bus wheelchair lifts to load and unload passengers. If there is not adequate space to install a dedicated shelter, at a minimum a bench and signage should be provided.

Best Design Practices
Transit shelters should provide protection from the elements, adequate lighting, seating, a 5’x8’ passenger loading area at the front door of the bus, accessibility to the bus and the sidewalk, and information signage.

Benches or seats should be provided at all transit stops and stations for commuters to rest while waiting for the bus or train. Elderly and disabled passengers often have difficulty standing for long periods. Seating should be installed within close proximity of transit stops and stations and under the provided shelter if feasible.

At a minimum, all transit stops and stations should provide signage displaying the route number. Providing timetables and maps are recommended to increase convenience for commuters with transfers and those that are less familiar with the network, such as a bicyclist with a flat tire in an unfamiliar location. For major transit stations and terminals, providing passengers with real time information on arriving transit vehicles is a valuable customer service improvement.

TRANSIT SHELTER
CTA Transit Shelter, Chicago, IL
Amenities Infrastructure Intersections Street Design
A
B
Complete Streets
C
sbX Transit Shelter, San Bernardino, CA Transit Stop, Temple City, CA 9A - 150
Part I Introduction
II-A-28 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Demonstration projects are temporary, low-cost public realm improvements that serve to introduce new pedestrian safety techniques to the general public. During the pre-design phase for projects,cities and partners should consider installing temporary elements such as curb extensions, plastic bollards, or striping. These improvements typically last no longer than one-two years. These temporary projects can help to demonstrate the benefits of pedestrian and bicycle improvements to the general public, as well as potential funders as the City seeks financial support through public and private grants, and sponsorship opportunities.

Best Design Practices / Guidelines
Flexible Bollards: Can be used to define pedestrian-only zones, curb extensions, cycle tracks, and other areas where cars are not permitted.

Striping: Used to define areas where curbs will eventually be installed, new lanes of traffic, parking stalls, crosswalks.

Planters: Temporary planters can bring shade and refuge to sidewalks, plazas, and pocket parks. Temporary painting can be used to create colorful plazas and pocket parks.

Surface Painting: They can also be used to delineate important zones such as parking stalls, cycle tracks pedestrian areas, or medians.

Sunset Triangle Park, Los Angeles, CA
Lincoln Hub, Chicago, IL
A
Amenities Infrastructure Intersections Street Design
B
C
D
Complete Streets

DEMONSTRATION OR PILOT PROJECT
A
B
C
D
9A - 151
Part II
Toolkit

B - OPEN SPACE / PLACEMAKING
Parklet
Pocket Park
Paseo
Parkway / Linear Park
Reclaimed Street / Pedestrian Mall
Neighborhood Park
Plazas / Town Square
9A - 152
Part I Introduction
II-B-2 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Open Space / Placemaking
Greenway
Paseo
Parkway / Linear Park
Reclaimed Street
Pedestrian Mall
Neighborhood Park
Town Square
Plaza
Large
> 40,000 sf
Medium
20,000 sf to 40,000 sf
Small
5,000 sf to 20,000 sf
Micro
< 5,000 sf
Pocket Park
Parklet
Active Transportation Connection
Sport and Active Recreation
Sport Fields, Swings, Exercise, etc.

Culture, Education, and Passive
Recreation
Stormwater Management / Landscape
Bioswale
Habitat and Open Space
Habitat Corridor Links, Natural Landscape
Safety and Visibility
Eyes on the Street, Convenient Access
Retail and Commercial Features
Space for / Proximity to
Event Space
Temporary Stage, Amphitheater
Pet Areas
Dog Park, Dog Run
A key ingredient in creating a dynamic, urban TOD environment which is connected by transit and active transportation is to create attractive and functional places that people want to be.

Placemaking includes providing public gathering and open spaces which are linked to transit and transit supportive housing, educational, institutional, and commercial uses. These open spaces vary in size and function, some are programmed for events to activate an area, some may be adjacent to a transit station or civic building and others may be entirely for recreation.

The illustrations show some of the types of open space appropriate for a HQTA area.

Santana Row, San Jose, CA Source: ULI
to to
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Open Space / Placemaking

PARKLET
Parklets connect curb side lanes and curb extensions into viable community spaces for recreation, seating and outdoor dining. By connecting one or two parking spaces into gathering spaces, the sidewalk is extended for public use and enhances the neighborhood.

San Francisco, Boston, Los Angeles, Long Beach, all have Parklet programs. In Long Beach, the City has a pilot program with local restaurants to create these spaces. On Broadway and Spring Street in downtown Los Angeles, there are many parklets.

Best Design Practices / Guidelines
Parklets should not encroach into the walking path and should be flush with the sidewalk.

Parklets should not interfere with the storm water drainage of the street and electrical wires should not be exposed.

A buffer should be provided from the parklet of at least 2 ft from the travel lanes.

If there are multiple parklets on a street, the programming of the activities should vary between public uses and public/private uses, such as outdoor dining connected to restaurants.

La Vague, Montreal, Canada Spring Street, Los Angeles, CA A
C
A
B
C
D
Source: Gruen Associates
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Pocket parks offer small areas for siting, dining and recreation, and could be located on public or private property. They could occupy underutilized or leftover public right-of-way or small lots owned by the City. Private property pocket parks could be a parking lot no longer used or an easement designated for public uses or connectivity. A variety of social and recreational functions could take place in the pocket parks and certain pocket parks could be designed for a unique use, such as a dog park. Potential elements include lighting, permeable or decorative paving, fitness equipment, tables for games and dining; seating, planting, trees, water features to mask noise, public art, wayfinding, space for and hook-ups for food trucks, play equipment, and community information signage.

Best Design Practices / Guidelines
Design of parks should accommodate a diversity of users although some depending on size could be devoted to specialty users, such as a children’s playground or a dog park.

Sustainable features, such as bioswales, permeable paving, LED lighting, solar lighting,drought-tolerant landscaping, and canopy trees for shade should be incorporated.

Select sites that consider the orientation of the sun and the opportunity to integrate with viable transit-oriented uses and public art.

Open Space / Placemaking

POCKET PARK
Chess Park, Glendale, CA Greenacre Park, New York, NY
A
B
A
B
C
C
Source: Gruen Associates
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PASEO
A paseo is a landscaped public place containing a path designed for walking and strolling and could also be for biking. Paseos could be a mid-block pedestrian connection or part of a larger trail system connecting neighborhoods, parks, schools, and city sidewalks.

Best Design Practices / Guidelines
Paseos are wider than normal sidewalks as they contain a wide pathway (15’ to 20’) with landscaping on either side of the pathway. Typically they contain pedestrian scaled lighting, an occasional bench for resting, trash receptacle, artwork, and could contain pet waste bag dispensers.

Pathways could be serpentine or straight and in some communities are grade separated from major streets.

For security and to create an active edge, portions of buildings and local streets should front on the paseo rather than continuous walls and fences.

Arts District, Los Angeles, CA Mercantile Alley, Pasadena, CA A
B
C
Pearl District, Portland, OR Old Town Pasadena, CA
Valencia, CA Paseo Nuevo, Santa Barbara, CA
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A parkway / linear park is a wide landscaped area parallel to a public street curb, a rail line, or a busway and used by pedestrians, bicyclists, joggers and other social, health and recreational opportunities. A linear park may also be in a wide landscaped median of a public street.

Best Design Practices / Guidelines
As linear paths adjacent to a rail or busway must limit the number of crossings of the transportation facility, pedestrian/vehicular and bicycle crossings should be designed to provide safe, attractive, and pathways for all modes and incorporate wayfinding signage to identify the location of these crossings. If housing is adjacent, quiet zones may be considered.

Pedestrian and bicycle pathways should cross at signalized perpendicular street intersections with consideration for separate striping for pedestrians and bicyclists.

Connecting pathways should meander through canopy trees for shade and colorful planting with active recreational and passive places dispersed as appropriate.

The character of linear parks could vary from the “zen like” low maintenance drought tolerant landscaping with bioswales of the Metro Orange Line Extension to the more vibrant colorful planting, water features and art in the Marina Linear Park in downtown San Diego to the active market space atmosphere of the Ramblas in Barcelona.

Open Space / Placemaking

PARKWAY / LINEAR PARK
San Vicente Boulevard, Los Angeles, CA Havnegade Harbour Promenade, Copenhagen A
B
D
C
Marina Linear Park, San Diego, CA Orange Line Busway, Chatsworth, CA Ramblas, Barcelona, Spain Los Angeles River Bike Path
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Providing a sense of place and history involves creating great urban spaces but also preserving, where appropriate, landmarks and historic buildings adjacent to these spaces. The focus of a HQTA could be a traffic free street reclaimed for pedestrians, active transportation, and transit, often called a pedestrian mall, with dense retail, office, and residential interspersed with the areas historic fabric.

Best Design Practices / Guidelines
Pedestrian malls could be considered for small towns where they may operate as the main street, or in cities with a strong market for retail, restaurants and entertainment uses such a tourist destinations and university settings.

For economic viability, pedestrian malls should be clustered on 1-4 blocks, should have frequent programming of events and be designed with consistent textured pavings, street furniture, outdoor dining, wayfinding signage, art work, and dramatic lighting.

For flexibility and fire life safety, consideration should be given to incorporating a two lane vehicular path that can be open and closed depending on events and anticipated crowds. This roadway space could be designed curbless with bollards.

Active ground level uses with large clear windows and entrances from the pedestrian mall is essential.

Church Street, Burlington, VT Charlottesville, VA
16th Street Mall, Denver, CO Third Street Promenade, Santa Monica, CA Sunset Triangle, Los Angeles, CA Former Georges-Pompidou Expressway, Paris

RECLAIMED STREET / PEDESTRIAN MALL
A
B
C
D
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources A neighborhood park is typically family oriented with children’s playgrounds, community gardens, picnicking, and could include swimming, tennis, or basketball courts as well as passive landscaped areas. The neighborhood park could be public or private. If private it may be a part of a housing or mixed use development.

Best Practices / Design Guidelines
Each neighborhood park’s uses and design should respond to the individual needs and character of a neighborhood.

If on private property the park should be designed to intuitively welcome the public by its visibility and lack of barriers from the sidewalks and streets.

Open Space / Placemaking

NEIGHBORHOOD PARK
Spring Street Park, Downtown Los Angeles, CA Tongva Park, Santa Monica, CA B
A
Madison Park, New York, NY Pearl District Park, Portland, OR Gladys Jean Wesson Park, Los Angeles, CA Waterfront Park, Seattle, WA 9A - 159
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PLAZAS / TOWN SQUARE
Historically, a plaza was a grand space adjacent to a public building such as a cathedral, a library, or a civic building. Traditionally plazas contained features including a fountain, space for large events such as parades, performance space like a band shell, sculpture, sitting areas, cafes, and landscaping. A large portion of these plazas were paved. Today urban plazas are public open spaces for gathering next to the street which vary considerably in size, use and character. Representative plazas for HQTA include:
• A town square which is similar to the traditional plaza mentioned alone and could be the focal point of the HQTA especially if combined with a transit plaza. A wide range of activities could be planned from out door cafes, play grounds, art installations, performances, seasonal activities such as temporary ice skating as well as trees and landscaping for storm water management.
• A transit plaza is an open space adjacent to a transit center and should serve rail or multiple bus lines or both. As this is a space that people will move through as well as stopping and waiting, pedestrian and passenger amenities are appropriate including vendors for newspapers, flower stands and coffee.
• A street plaza is a small public open space immediately adjacent to a sidewalk or an extension of the sidewalk. It may be used for people watching, sitting waiting for the bus, and for eating lunch.
• A plaza open space in front of a major building operates as a gateway or entrance to the building and may be privately owned but open to the public.

Best Design Practices / Guidelines
Each plaza should contain amenities comfortable for people to use and be planned with enough flexibility to respond to the seasons and time of day.

Plazas should be distinct places which as visible and easily accessible to people from the public street and connected to the pedestrian and bicycle network in the HQTA.

The town square/transit plaza should be easy in walking distance of the most dense portions of the HQTA, preferable in the core and appeal to diverse multi-generations.

Amenities to consider for the town square plaza include arbors, trellises, sun terraces, decks, art installations, concert and performance spaces, formal seating areas, secondary sitting areas such as seating walls and steps, lighting, focal points, out door dining areas, recreational activities, bicycle hubs, shared vehicles, fountains, play areas, way finding signs and kiosks, trees and landscaping with a variety of color and forms.

South Pasadena Transit Plaza
Wilshire-Grand Plaza, Downtown Los Angeles
Bryant Park, New York, NY
Del Mar Gold Line Plaza, Pasadena, CA
Platform, Culver City, CA
City Hall Park, Philadelphia, PA
A
B
C
D
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Part II
Toolkit

C - BUILDING TYPES & PRECEDENTS
Building Types
A - Detached Residence
B - Attached Residence
C - Multiplex
D - Mid/Hi-Rise Tower
TOD Precedents
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Mid/Hi-Rise Tower

1. Mid-Rise Tower

2. High Rise Tower
1 2
D
Building Types
Meeting residential and job density targets
that support transit ridership and walkable
communities can be achieved through a wide
variety of building types. The HQTA Toolkit
recognizes the diversity of building stock
throughout Southern California by organizing
building types into the six typologies listed
below. The typologies are informed by the
following considerations:
• Primary means of access to units and
habitable spaces
(from courtyard, intERnal hall)
• Orientation to street, intERnal open
spaces
• Construction type
(Wood-frame construction,
concrete block, etc.)
• Parking configuration
(surface lot, undERground, podium,
on-street, partial excavation)
Each Vision Plan includes a draft Regulating
Concept Plan that generally specifies the
typologies that are appropriate for each
district. As the HQTA areas are developed,
building types from each typology can be
selected, allowing for a great degree of
architectural flexibility while enabling cities to
meet the density/intensity targets set forth in
each Vision Plan.

Detached Residence

1. Accessory Dwelling
Unit (ADU)

2. Shopfront House

3. Bungalow Courtyard

4. Rosewalk
2 3
1 Typologies
Building Types
The following pages include:

Typologies
A profile of each typology, including the
general density/intensity range, mix
of land uses, parking and circulation
assumptions, and key design
considerations
Building Types
Specific building types for each typology
with precedent imagery and diagrams
Transit-Oriented Development
Precedents
Profiles of built TOD projects from
throughout California and the United
States
A summary table of TOD precedent attributes
can be found in the “Additional Resources”
section of this Toolkit.

As future rounds of the HQTA program move
forward, this Toolkit will be continuously
updated with additional building types
and precedents that reflect creative and
innovative ways to build livable, transitsupportive communities.

A Multiplex

1. Triplex/Fourplex

2. Stacked Flats

3. Flex Apartment/Mixed
Use

4. LinER Structure
1 2
3 Attached Residence C

1. Attached Townhouse

2. Hybrid Courtyard

3. Duplex

4. Live/Work Lofts

5. Small Lot Subdivision
1 2
3 B
4 5 4 4
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Number of Units: 2 - 4
Density Range: 10 - 20 du / acre
FAR: < 1.0
Number of Floors: 1 - 2
Parking: Assumption: 0-1 space per unit
Unit Size: studio - 2 bedrooms / 600 - 1,000 sf
Residential: / Commercial: Mix:

Residential - 100% Commercial - 0%
Design Considerations
Front Setback: +/- 5’ from established front yard line
Side Setback: 15% of lot width (e.g. 50’ x 20% = 7.5’)
Lot Coverage: 50% - 75%
Ground Floor Transparency: 20%
The detached residence parti is one of the most common residential building types existing within the SCAG region. Typical for a single-family residence, the form is best characterized as a detached dwelling unit with a front, rear, and side yard. However, the detached parti can also include multiple dwelling units per property, while employing a building form that can match or complement single-family homes, thus still retaining the existing residential character.

Accessory Dwelling Unit (ADU)
Shopfront House
A B C D Typology: Detached Residence
Bungalow Courtyard
Rosewalk
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ACCESSORY DWELLING UNIT
Accessory dwelling units are permitted
statewide in California since the passage of
SB 229 and AB 494 in 2017 and 2018. The
bills allow owners of single or multi-family
residences to build a secondary unit on
their property with minimal restrictions from
local zoning ordinances. Units can be freestanding or located above a garage or other structure. Provisions allow for the addition
of a studio or 1-bedroom unit of up to 1,200
square feet with bathroom and kitchen
facilities, among other conditions.

Vehicle Access: Garages or carports can be
accessed from an alley or existing streetside curb
cut.

Parking: No additional parking is required per
recent California legislation.

Pedestrian / Bicycle Access: Owners are
encouraged to provide convenient storage for
bicycles, scooters, or other non-motorized forms of
transport. Pedestrian access to ADUs can be shared
with an existing driveway or provided from the alley.

For additional information:
www.hcd.ca.gov/policy-research/docs/
SummaryChangesADULaws.pdf
1 2 SHOPFRONT HOUSE
Shopfront houses are commercial structures
that can be added to existing single-family
homes. They are typically found along
arterials and lower-density commercial
corridors that include a mix of single-family
homes and retail. The shopfront house can
be an effective way to enliven the street
scene while providing neighborhood-serving
retail, new stores and boutiques, and coffee
shops, among other uses.

Vehicle Access: Vehicles typically access
shopfronts from an alley.

Parking: If alley access is provided,
conventional spaces for customers and
tandem spaces for employees can be
provided. On-street parking is encouraged.

Pedestrian / Bicycle Access: Pedestrians
and cyclists access shopfronts from the
sidewalk.
upper: Minneapolis, Minnesota/lower: Saint Paul, Minnesota A B C D Typology: Detached Residence
Piedmont, California
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BUNGALOW COURTYARD
Bungalow courtyards emerged in Pasadena
in the early 20th century as a way to provide
amenities typically offered in a single family
home in a more affordable complex. As its
name implies, units are organized around a
common courtyard and designed in the lowdensity (1-2 story) bungalow design. Multiple units can be clustered together (duplex,
triplex, etc.) to achieve even higher densities.

Vehicle Access: Vehicles can access units
from driveways along the side lot line or alley.

Parking: Parking can be provided in a
common suite of garages or carports in the
rear of the complex. Alternatively, each unit
may include its own single-stall garage.

Pedestrian / Bicycle Access: Pedestrians
access units from the courtyard. Secure
bicycle storage should be provided in each
garage stall.
3 4 ROSEWALK
Rosewalks are similar to bungalow
courtyards, but the common amenity space
takes the form of a narrow mall. Additionally,
the mall typically extends across the whole
block in a linear arrangement (from street
to street). Given space constraints, garages
are typically attached to the rear of each unit.

Rosewalks achieve slightly higher densities
than bungalow courtyards and provide for
public pedestrian access and excellent
circulation throughout the neighborhood.

Vehicle Access: Driveways are provided
along the side lot line.

Parking: Parking garages are typically
attached to the rear of each unit.

Pedestrian / Bicycle Access: Units are
accessed from the mall, while bike storage
should be provided at the rear of each unit.

A B C D Typology: Detached Residence
Gartz Court, Pasadena Redlands, California Venice, CA Manhattan Beach, CA 9A - 166
Part I Introduction
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Typical Lot Size: 50’ x 150’/7,500 sf/0.18 acres
Number of Units: 2 - 4
Density Range: 15- 30 du / acre
FAR: < 1.0
Number of Floors: 2 - 3
Parking: Assumption: 1-2 spaces per unit
Unit Size: 1 - 3 bedrooms / 900 - 1,400 sf
Residential: / Commercial: Mix:

Residential - 100% Commercial - 0%
Design Considerations
Front Setback: +/- 0-5’ from established front yard line Side Setback: 0% of lot width
Lot Coverage: 50% - 75%
Ground Floor Transparency: 50%
Frontage Elements:

Arcade
Awning
Balcony
Canopy
Forecourt
Plaza
Porch
Stoop
Attached residences often take the form of townhomes, which are two to three-story units that are primarily accessed from the primary street. Parking is typically located in tuck-under garages at the rear of the residence or in a common lot or garage. Units may take the form of a duplex, with two units, or several units in a row that share party walls. Small-lot subdivisions, similar in scale and density to townhomes, have become popular in the City of Los Angeles, where an ordinance has permitted owners of some R-1 single lots further subdivide the property and sell fee-simple units individually. Contrary to townhomes, small-lot subdivisions are owned individually, do not share a party wall (they are separated by a few inches) and are not a part of an association, which can lower the monthly payment for homeowners.

These residences can be found in a variety of communities throughout Southern California and add slightly more density to a neighborhood than the typical single-family detached home while maintaining an area’s existing character. Attached Townhouse Live/Work A B C D Typology: Attached Residence
Duplex Small-Lot Subdivision
Hybrid Courtyard
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ATTACHED TOWNHOUSE
Attached townhomes offer many of the same
benefits of single-family at higher residential
densities. Units are typically 1-2 stories with
up to three bedrooms and are typically no
more than 30-40’ wide. This unit size allows
for higher densities (20-25 units/acre) when
compared with single-family homes (7 units/
acre). Attached units can include private
backyards and feature minimal sidewalk
setbacks. To facilitate pedestrian circulation,
at least one public walkway should be
provided at or near the center of each block.

Vehicle Access: Guests arriving by car park
on-street, while townhome owners access
each garage from a shared alley.

Parking: Up to two stalls can be provided in
a detached, private garage that is located off
the alley. On-street parking should be provided
for guests.

Pedestrian / Bicycle Access: Pedestrians
access units from the sidewalk and secure
bicycle parking should be provided in each
private garage.
1 2 HYBRID COURTYARD
Like the bungalow courtyard, hybrid
courtyards share a common, central amenity
space that is shared among residents and
tenants. Hybrid courtyards, however, include
a mix of higher density (2-4 story) attached
multi-family buildings and/or a mixed-use
(retail/office or retail/residential) building that
is oriented to the primary street. This building
type achieves high densities (40-50 units/
acre) and a desirable mix of uses using Type
V construction, which is less expensive to
build.

Vehicle Access: Access is provided from
an alley or through a driveway along the side
lot line.

Parking: Parking is provided in a shared lot
at the rear or in a garage below the complex.

Pedestrian / Bicycle Access: Groundfloor residential units are accessed from the courtyard, while upper units can be reached
from a stairwell and hall. Commercial suites
include street-facing entrances.

Washington D.C. SL70 - Silver Lake, Los Angeles Mission Meridian Village, South Pasadena 9A - 168
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Los Angeles Los Angeles
DUPLEX
A structure that consists of two side-by-side
or stacked dwelling units, both facing the
street and within a single building; with the
appearance of a single-family home, it is
appropriately scaled to it within primarily
single-family neighborhoods or mediumdensity neighborhoods.

Vehicle Access: Vehicle access is
prefERred from an alley. If no alley is present, a
driveway for single car width along one edge of
the lot is acceptable.

Parking: Surface parking is located behind
the building, or located along an alley, and
should be hidden from the street. On-street
parking should also be utilized to reduce
amount of on-site parking.

Pedestrian / Bicycle Access: Pedestrian
access can be from the front of the building,
or from the side driveway. Side yard duplex
should have entrances fronting both streets.
3 4 LIVE/WORK LOFTS
City Place, Santa Ana
Live-work lofts are a unit type that can be
integrated into duplexes, detached/attached
townhomes, and small lot projects. These
units are typically two-or three stories, face
the primary street, and include second and/or
third-levels that open to the main living space
below. Living spaces may be converted
to workspace for small retail or office
operations, artist studios, or other low volume
commercial uses. They help to activate the
street in areas where traditional retail is not
feasible.

Vehicle Access: Commercial patrons park
on-street and access units from the sidewalk.

Parking: Garages can be provided in
shared complexes or as tuck-under stalls
facing the alley.

Pedestrian / Bicycle Access:

Pedestrians and cyclists can access units
from the sidewalk. Convenient bicycle
parking(typically a pole or rack) should be
provided for guests.

La Esquina, San Diego
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Typical Lot Size: 50’ x 150’/7,500 sf/0.18 acres
Number of Units: 4 - 100+
Density Range: 50 - 125 du / acre
FAR: 1.0 - 5.0
Number of Floors: 2 - 7
Parking: Assumption: 1 space per unit
Unit Size: studio - 3 bedrooms / 900 - 1,400 sf
Residential: / Commercial: Mix:

Residential - 75% - 100% Commercial - 0% - 25%
Design Considerations
Front Setback: +/- 5’ from established front yard line
Side Setback: 0% - 15% of lot width (e.g. 50’ x 20% = 7.5’) Lot Coverage: 50% - 75%
Ground Floor Transparency: 50 - 75%
Multiplexes encompass a wide range of building and unit types. Units may be organized into clusters of 3-4, or part of multi-family buildings that include up to 100+ units. Parking may be located in small surface lots in the rear of a complex, on-street, or within podium (abovegrade) or below-grade garages to maximize the density/intensity of development. Multiplexes may also have commercial frontage along the primary and/or secondary streets, greatly enhancing the walkability and vibrancy of the streetscape by adding interest and activity.

Liner structures are single-loaded (units located along only one side of a corridor) and are used to screen the blank facades of free-standing or podium parking structures. Units atgrade can be configured as live-work units or loft-style residential units with entrances facing the primary street.

A B C D Typology: Multiplex
Triplex/Fourplex Courtyard
Flex Apartment/Mixed Use Liner Structure
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TRIPLEX/FOURPLEX
Triplexes and fourplexes are similar in
concept to the duplex, but can be configured
in a variety of ways to achieve higher density
structures that come in combinations of three
or four units. A common entrance may lead
to three or four units, or individual entrances
may be located along the front and/or sides
of each building.

Vehicle Access: Vehicles can access
shared lots or garages from the street or alley.

Parking: Shared lots or garages can be
provided, although some units may not include
any dedicated parking. On-street parking
should be made available.

Pedestrian / Bicycle Access: Pedestrians
and cyclists access units from the sides and
front of each complex. Bicycle parking should
be provided in common garages or racks near
the alley.
1 2 COURTYARD
Courtyards are similar to bungalow
courtyards (see earlier description) but units
are fully attached and arranged in higher
densities (2-3 stories). This arrangement
yields more units per acre, but does not
include private backyards. Instead, social
interaction among residents is encouraged
through a well-designed and maintained
common courtyard.

Vehicle Access: Vehicles access to the
complex is typically through a driveway along
the side lot line.

Parking: Parking is provided in carports or
garages at the rear of the building. Residents
park and walk through arcades to access
courtyards and units.

Pedestrian / Bicycle Access: Pedestrian/
cyclist access to each unit is provided from
the courtyard.

A B C D Typology: Multiplex
Los Angeles Angelino Heights, Los Angeles Mission Meridian Village, South Pasadena Harper Court, Los Angeles 9A - 171
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FLEX APARTMENT/MIXED USE
Flex apartments are a general, catch-all term
for the most common building type used in
TOD construction. These are multi-family
structures between 3 and 7 stories in height,
and may be build using Type V or modified
Type III construction types, depending on the
type and presence of retail. Buildings may
be all-residential or include a mix of streetfacing retail or commercial units. Densities of 50-100 units/acre are possible depending on
the density.

Vehicle Access: Vehicles access the
complex from curb cuts located at the ends or
rear of the building.

Parking: Parking for residents and customers
is located behind the building, in upper level
podiums, or in below-grade garages.

Pedestrian / Bicycle Access: Retail suites
include street-facing entrances, while residents
access units from a separate, private entrance
that leads to stairwells/elevators and common
corridors.
3 4 LINER STRUCTURE
Liner structures are single-loaded (units
located along only one side of a corridor) and
are used to screen the blank facades of freestanding or podium parking structures. Units at-grade can be configured as live-work units
or loft-style residential units with entrances
facing the primary street.

Vehicle Access: Vehicles park in a podium
parking structure with entrances located
around the block.

Parking: Liner buildings typically wrap
above-grade parking structures. Retail
customers park on the lower levels and walk
through arcades to access street-fronting
retail, while residents can park on the upper
levels and access units directly from the
garage.

A B C D Typology: Multiplex
SoMa, San Francisco 124 N. 6th St., Williamsburg Virgina Boulder, Colorado Dallas, Texas 9A - 172
Part I Introduction
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Typical Lot Size: 100’ x 100’/10,900+ sf/0.25+ acres
Number of Units: 100+
Density Range: 100+ du / acre
FAR: 6.0+
Number of Floors: 8+
Parking: Assumption: 1 space per unit
Unit Size: 1 - 3bedrooms / 900 - 1,200 sf
Residential: / Commercial: Mix:

Residential - 0 - 100% Commercial - 0 - 100%
Design Considerations
Front Setback: 0”-20’ from established front yard line (setbacks acceptable only if plazas, parks, or cafes are included.

Side Setback: 0% of lot width
Lot Coverage: 50% - 75%
Ground Floor Transparency: 75+%
Once the market for multi-family residential or commercial units matures, mid-rise or highrise towers may become feasible. Due to their cost, these structures often require either high per-square foot rent or sales prices or a significant subsidy to make them profitable for developers. Parking is located in above-grade podium structures (construction costs of roughly $25,000/stall) or in more expensive below-grade garages (approximately $40,000 or more to construct).

Towers should be sensitively designed at the ground level to avoid creating imposing blank walls. Strategies include recessing structures at floors 3-5 and locating retail, live-work, outdoor cafes and pocket parks, and other active uses at the ground level. Sunlight, wind, and the existing neighborhood context and density are additional key design factors to consider.

Mid-Rise Tower High-Rise Tower
A B C D Typology: Mid/Hi-Rise Tower
9A - 173
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

A B C D

MID-RISE TOWER
Mid-rise towers are higher density (7-10
story) structures that are organized around
a common set of elevators and stairwells.

Several residential units can be located
on a single floor plate in a number of
configurations, from studio to four bedroom
units. Parking is provided in above-grade
podiums or in garages below-grade. An
amenity deck that includes a terrace,
barbecue, pools, gyms, and other features
is typically included and maintained by the
landlord or association.

Vehicle Access: Access is provided from
curb cuts located from an alley or from an
adjacent street if permitted by individual cities.

Parking: Parking is located in upperlevel podium structures or in below-grade garages.

Pedestrian / Bicycle Access: Privatelyowned pocket parks and plazas should be provided to encourage social activity and
provide for convenient pedestrian/cyclist
access and parking.
1 2 HIGH-RISE TOWER
While mid-rise towers achieve significant
densities (100-150 units/acre), high-rise
towers can be in excess of 10, 20, 30
or more stories. In most other respects,
high-rise towers are similar. A diverse mix
of residential, office, retail, or hotel can be
included in a high rise tower, with separate
entrances provided for each use. High-rise
towers are feasible in select few, highly
desirable markets (typically central business
districts). Existing office towers may also be
converted to a mix of uses.

Vehicle Access: See mid-rise tower
description.

Parking: See mid-rise tower description.

Pedestrian / Bicycle Access: See mid-rise
tower description.

Typology: Mid/Hi-Rise Tower
Onyx, Los Angeles The Apollo, Washington D.C. Atelier - Downtown Los Angeles 9A - 174
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources TOD Precedents
Projects Project Attributes
Place Type City
Year
Completed
/ Expected Building Type Transit Mode
Distance
to Transit Acres
Number
of Floors:
(max)
Number
of Units:
du /
acre
Retail /
Commercial
sf
Estimated Total
Development
Costs
Urban
820 Olive Street Mixed Use Los Angeles 2018 High Rise Local Rail 1,800 0.87 59 516 593 4,500 sf Ballpark Village Mixed Use San Diego 2018 High Rise, Podium Mid Rise
Local Rail 250 3.7 37 713 193 45,000 sf $250,000,000
Middough Arts Center Commercial Cleveland 2012 Loft Building (AR) BRT 400 1.5 5 0 0 300,000 sf $41,500,000 Wilshire / Vermont Mixed Use Los Angeles 2007 Podium Block Local Rail 50 3.24 7 449 139 35,000 sf $136,000,000 The Pearl Mixed Use Silver Spring 2016 Podium Tower Local Rail 1,200 14 284 30,000 sf The Blairs Mixed Use Silver Spring 2025 Master Plan
Development
Local Rail 1,200 27 2,800 104 450,000 sf
YUL Mixed Use Montreal 2020 High Rise,
Townhouse
Local Rail 600 2.27 38 890 392 $300,000,000
The Current Mixed Use Long Beach 2016 High Rise Local Rail 2,100 0.8 17 223 279 6,750 sf $70,000,000 45 Marion Street Residential Boston 2016 Stacked Units Local Rail 1,200 0.4 6 65 163 0 sf Town
11405 Chandler
Boulevard
Mixed Use Los Angeles 2017 Podium Mid Rise Local Rail / BRT
500 0.6 7 82 137 1,000 sf
1647 - 55 N.

Milwaukee
Mixed Use Chicago 2016 Stacked Units Local Rail 600 0.3 5 36 120 7,400 sf Market Station Mixed Use Kansas City 2015 Podium Block BRT / Streetcar
1,600 4.46 5 137 31 4,500 sf
Mercer Commons Mixed Use Cincinnati 2014 Loft Building, Townhouse
Streetcar 600 1.1 4 95 86 14,500 sf $49,000,000
Mercer III Townhouse Mixed Use Cincinnati 2016 Townhouse Streetcar 700 0.4 4 12 30 0 sf $5,500,000 8 House Mixed Use Copenhagen 2010 Podium Block Local Rail 1,000 7 10 476 68 107,000 sf Ivy Station Mixed Use Culver City 2019 Podium Mid Rise Local Rail 100 5.2 6 200 38 246,000 sf $300,000,000 La Esquina Mixed Use San Diego 2012 Live / Work Local Rail 2,700 0.25 2 7 28 500 sf Linkt Apartments Mixed Use Chicago 2017 Stacked Units Local Rail 500 0.35 5 47 134 3,000 sf East Liberty Transit
Center
Mixed Use Pittsburgh 2016 Podium Mid Rise BRT 300 6 5 360 60 43,000 $90,000,000 Del Mar Station Residential Pasadena 2007 Podium Block Local Rail 50 3.4 7 347 102 11,000 sf $77,000,000 SoCo Walk Residential Fullerton 2006 Townhouse, Live
/ Work
Commuter Rail 100 5.9 3 120 20 Yes
Depot at Santiago Residential Santa Ana 2018 Stacked Units Commuter Rail 800 1.35 4 70 52 9,000 sf $34,000,000 Terraces at Santiago Residential Santa Ana 2013 Courtyard Apartment
Commuter Rail 2,500 0.85 3 36 42 0 sf
Centrum Wicker Park Residential Chicago 2016 Podium Mid Rise Local Rail 500 0.5 6 60 120 13,000 sf 9A - 175
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources TOD Precedents
Projects Project Attributes
Place Type City
Year
Completed
/ Expected Building Type Transit Mode
Distance
to Transit Acres
Number
of Floors:
(max)
Number
of Units:
du /
acre
Retail /
Commercial
sf
Estimated Total
Development
Costs
Town
The Row Residential Chicago 2017 Townhouse Local Rail 1,100 0.8 3 24 30 0 sf Mode Logan Square Residential Chicago 2017 Stacked Units Local Rail 1,100 0.95 4 78 82 6,100 sf Residences @ 245
Sumner
Residential Boston 2017 Stacked Units Local Rail 600 0.4 4 34 85 2,250 sf $8,000,000 169 Calle Amsterdam Residential Mexico City 2014 Stacked Units BRT / Local Rail
1,800 0.14 5 15 107 0 sf
Kroyer Square Residential Copenhagen 2016 Stacked Units Local Rail 2,400 2.12 5 105 50 Yes Village / Suburban
Mission Meridian
Village
Mixed Use South
Pasadena
2006 Duplex, Courtyard,
Loft
Local Rail 200 1.65 3 67 41 5,000 sf
Village Walk Mixed Use Claremont 2006 Townhouse Commuter Rail 2,300 8 3 186 23 0 sf Highland Park Mixed Use Buffalo 2022 Master Plan
Development
Local Rail 1,600 27 4 717 27 Yes
118 Flats Mixed Use Cleveland 2013 Townhouse BRT 200 0.38 3 20 53 0 sf $4,000,000 Takoma Central Mixed Use Takoma 2015 Podium Block Local Rail 600 1.29 5 150 116 10,000 sf Fruitvale Transit
Village
Commercial Oakland 2004 Podium Mid Rise Local Rail 100 3.6 4 47 13 154,000 sf Victory Building Commercial Cleveland 2013 Loft Building BRT 50 3.24 4 0 0 161,000 sf $26,000,000 Midtown Tech Park Commercial Cleveland 2011 Flex Building BRT 50 6 2 0 0 128,000 Metro Village Residential Takoma 2017 Podium Block Local Rail 1,000 1.13 5 150 133 0 sf Residences @ Thayer Residential Silver Spring 2014 Stacked Units Local Rail 2,300 0.5 4 52 104 0 sf Metro Gateway Suburban
Multifamily
Riverside 2017 Stacked Units Commuter Rail 600 4.26 4 187 44 0 sf Paseos at Montclair
North
High Intensity
Activity Center
Montclair 2013 Townhouse Commuter Rail 2,000 15.4 3 385 25 0 sf Grossmont Trolley
Center
High Intensity
Activity Center
La Mesa 2010 Podium Block Local Rail 100 9.9 6 527 53 3,000 sf South Bay Town
Center
High Intensity
Activity Center
Boston 2018 Podium Block,
Podium Mid Rise
Local Rail 2,500 10.15 6 475 47 120,000 sf
Solaire Wheaton High Intensity
Activity Center
Wheaton 2013 Podium Block Local Rail 1,200
Campus
Greenbridge
Commons
Campus /
University
Cleveland 2011 Stacked Units BRT 700 1.1 4 70 64 0 sf $11,000,000 Euclid Commons Campus /
University
Cleveland 2012 Stacked Units BRT 2.8 4 163 58 0 sf
9A - 176
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 593
Residential: 96%
Commercial: 4%
TOD Precedents
820 OLIVE
Downtown, Los Angeles, California
Year Expected: 2018 SCAG Region California United States International Context
Place Type Context: Urban Mixed-Use
Transit Mode: Local Rail
Transit Line(s): Metro: Blue, Red, Purple, Expo
Distance to Station / Stop: 1,800’
Development Type: Single lot infill
Building Type(s): High-Rise
Size: 0.87 acre
Number of Floors (min/max): 7 / 50
Number of Units: 516
Retail / Commercial: 4,500 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 600 subterranean
Project Features
Open Space: Roof patio
100 + 51 - 99 13 - 50 < 12
9A - 177
Part I Introduction
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 193
FAR: 2.2
Residential: 36%
Commercial: 64%
TOD Precedents

BALLPARK VILLAGE
Downtown,San Diego, California
Year Expected: 2018 SCAG Region California United States International Context
Place Type Context: Urban Mixed-Use
Transit Mode: Local Rail
Transit Line(s): MTS: Green, Blue, Orange
Distance to Station / Stop: 250’
Development Type: Multi-building development block
Building Type(s): High Rise, Mid Rise Podium
Size: 3.7 acres
Number of Floors (min/max): 6 / 37
Number of Units: 713
Retail / Commercial: 45,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 991 subterranean
Project Features
Open Space: Central plaza, paseo
Project Cost: $250 million

3.0 + 1.0 - 1.9 < 1
100 + 51 - 99 < 12

2.0 - 2.9
13 - 50
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Part I Introduction
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 0
FAR: 4.6
Residential: 0%
Commercial: 100%
TOD Precedents

MIDDOUGH ARTS CENTER
Cleveland, Ohio
Year Completed: 2012 SCAG Region California United States International Context
Place Type Context: Urban Commercial
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 400’
Development Type: Adaptive Reuse
Building Type(s): Loft Building
Size: 1.5 acres
Number of Floors (min/max): 5
Number of Units: 0
Retail / Commercial: 300,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 0 on site
Project Features
Open Space: None
Project Cost / Funding Sources: $41.5 million / CDA Investment: $5 million NMTC allocation from CNMIF II

3.0 + 1.0 - 1.9 < 1
100 + 51 - 99 < 12

2.0 - 2.9
13 - 50
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Part I Introduction
SCAG HQTA Toolkit II-C-E-6
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 139
Residential: 86%
Commercial: 14%
TOD Precedents

WILSHIRE / VERMONT
Koreatown, Los Angeles, California
Year Completed: 2007 SCAG Region California United States International Context
Place Type Context: City Mixed-Use
Transit Mode: Local Rail
Transit Line(s): Metro: Red, Purple / 720, 754
Distance to Station / Stop: 50’
Development Type: Development block
Building Type(s): Podium Block
Size: 3.24 acres
Number of Floors (min/max): 7
Number of Units: 449
Retail / Commercial: 35,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Central Plaza, paseo
Project Cost / Funding Sources: $136 million
Special Considerations: Metro / private joint development. Metro station part of project. 100 + 51 - 99 13 - 50 < 12
9A - 180
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II-C-E-7 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 104
TOD Precedents

THE BLAIRS
Silver Spring, Maryland
Year Expected: 2025 SCAG Region California United States International Context
Place Type Context: City Mixed-Use
Transit Mode: Commuter / Local Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 500’
Development Type: Master Plan Development
Building Type(s): Podium Mid Rise, Podium Tower, High Rise Size: 27 acres
Number of Units: 2,800
Retail / Commercial: 450,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Multiple plazas, central lawn, multiple paseos, private courtyards 100 + 51 - 99 13 - 50 < 12
9A - 181
Part I Introduction
SCAG HQTA Toolkit II-C-E-8
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 174
TOD Precedents

THE PEARL
Silver Spring, Maryland
Year Completed: 2018 SCAG Region California United States International Context
Place Type Context: City Mixed-Use
Transit Mode: Local / Commuter Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 1,200’
Development Type: Phase I of Master Plan
Building Type(s): Podium Tower
Size: 1.5 acres
Number of Floors (min/max): 3 / 14
Number of Units: 284
Retail / Commercial: 30,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 177
Project Features
Open Space: Plaza
100 + 51 - 99 13 - 50 < 12
9A - 182
Part I Introduction
II-C-E-9 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 392
TOD Precedents
YUL
Montreal, Canada
Year Expected: 2020 (2017 Phase I) SCAG Region California United States International Context
Place Type Context: City Mixed-Use
Transit Mode: Local Rail
Transit Line(s): Metro: Orange
Distance to Station / Stop: 600’
Development Type: Multi-building development block
Building Type(s): High Rise, Townhouse
Size: 2.27 acres
Number of Floors (min/max): 3 / 38
Number of Units: 890
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: 23,000 sf garden, roof amenities
Project Cost / Funding Sources: $300 million
100 + 51 - 99 13 - 50 < 12
9A - 183
Part I Introduction
SCAG HQTA Toolkit II-C-E-10
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 279
TOD Precedents

THE CURRENT
Downtown, Long Beach, California
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: City Residential
Transit Mode: Local Rail
Transit Line(s): Metro: Blue
Distance to Station / Stop: 2,100’
Development Type: Multi-lot infill
Building Type(s): High Rise
Size: 0.8 acre
Number of Floors (min/max): 17
Number of Units: 223
Retail / Commercial: 6,750 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Plaza
Project Cost: $70 million
100 + 51 - 99 13 - 50 < 12
9A - 184
Part I Introduction
II-C-E-11 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 163
Residential: 100%
Commercial: 0%
TOD Precedents
45 MARION STREET
Boston, Massachusetts
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: City Residential
Transit Mode: Local Rail
Transit Line(s): MBTA: C
Distance to Station / Stop: 1,200’
Development Type: Single lot infill
Building Type(s): Stacked Units
Size: 0.4 acre
Number of Floors (min/max): 6
Number of Units: 65
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 21
Project Features
Open Space: None
Special Considerations:: Affordable housing project.
100 + 51 - 99 13 - 50 < 12
9A - 185
Part I Introduction
SCAG HQTA Toolkit II-C-E-12
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 137
Residential: 99%
Commercial: 1%
TOD Precedents
11405 CHANDLER
North Hollywood, Los Angeles, California
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Town Mixed Use
Transit Mode: BRT / Local Rail
Transit Line(s): Metro: Orange / Red
Distance to Station / Stop: 500’ / 900’
Development Type: Single lot infill
Building Type(s): Podium Mid Rise
Size: 0.6 acre
Number of Floors (min/max): 7
Number of Units: 82
Retail / Commercial: 1,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: None
100 + 51 - 99 13 - 50 < 12
9A - 186
Part I Introduction
II-C-E-13 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 120
FAR: 4.13
Residential: 86%
Commercial: 14%
TOD Precedents
1645 N MILWAUKEE
Chicago, Illinois
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: Town Mixed-Use
Transit Mode: Local Rail
Transit Line(s): CTA: Blue
Distance to Station / Stop: 600’
Development Type: Multi-lot infill
Building Type(s): Stacked Units
Size: 0.3 acre
Number of Floors (min/max): 5
Number of Units: 36
Retail / Commercial: 7,400 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 11
Project Features
Open Space: None
Special Considerations: Retained facade of existing historic building as part of development.

3.0 + 1.0 - 1.9 < 1
100 + 51 - 99 < 12

2.0 - 2.9
13 - 50
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Part I Introduction
SCAG HQTA Toolkit II-C-E-14
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 31
Residential: 99%
Commercial: 1%
TOD Precedents

MARKET STATION
Kansas City, Missouri
Year Completed: 2015 SCAG Region California United States International Context
Place Type Context: Town Mixed-Use
Transit Mode: BRT / Streetcar
Transit Line(s): KCATA: Main MAX / Streetcar
Distance to Station / Stop: 600’
Development Type: Development Block
Building Type(s): Podium Block
Size: 4.46 acres
Number of Floors (min/max): 5
Number of Units: 137
Retail / Commercial: 4,500 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 400
Project Features
Open Space: Private courtyard
Funding Sources: $2 million loan from the Kansas City Council in 2013 through a direct housing assistance program associated with the streetcar development 100 + 51 - 99 13 - 50 < 12
9A - 188
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II-C-E-15 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 86
TOD Precedents

MERCER COMMONS
Cincinnati, Ohio
Year Completed: 2014 SCAG Region California United States International Context
Place Type Context: Town Mixed-Use
Transit Mode: Streetcar
Transit Line(s): Cincinnati Bell Connector
Distance to Station / Stop: 600’
Development Type: Multi-lot infill
Building Type(s): Loft Building, Parking Structure, Townhouse Size: 1.1 acres
Number of Floors (min/max): 3 / 4
Number of Units: 95
Retail / Commercial: 14,500 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 340
Project Features
Open Space: None
Project Cost: $49 million
Special Considerations: Publicly-accessible parking structure 100 + 51 - 99 13 - 50 < 12
9A - 189
Part I Introduction
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Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 30
Residential: 100%
Commercial: 0%
TOD Precedents

MERCER III TOWNHOMES
Cincinnati, Ohio
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: Town Mixed-Use
Transit Mode: Streetcar
Transit Line(s): Cincinnati Bell Connector
Distance to Station / Stop: 600’
Development Type: Multi-lot infill
Building Type(s): Townhouse
Size: 0.4 acre
Number of Floors (min/max): 3 / 4
Number of Units: 12
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: None
Project Cost: $5.5 million
100 + 51 - 99 13 - 50 < 12
9A - 190
Part I Introduction
II-C-E-17 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 68
TOD Precedents
8 HOUSE
Copenhagen, Denmark
Year Completed: 2010 SCAG Region California United States International Context
Place Type Context: Town Mixed-Use
Transit Mode: Local Rail
Transit Line(s): Metro: M1
Distance to Station / Stop: 1,000’
Development Type: Development Block
Building Type(s): Podium Block
Size: 7 acres
Number of Floors (min/max): 10
Number of Units: 476
Retail / Commercial: 107,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 340
Project Features
Open Space: Plaza, courtyard, elevated walkway
Special Considerations: Building facade terraced to achieve maximum sunlight exposure. 100 + 51 - 99 13 - 50 < 12
9A - 191
Part I Introduction
SCAG HQTA Toolkit II-C-E-18
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 38
FAR: 2.2
Residential: 36%
Commercial: 64%
TOD Precedents

IVY STATION
Culver City, California
Year Expected: 2019 SCAG Region California United States International Context
Place Type Context: Town Commercial
Transit Mode: Local Rail
Transit Line(s): Metro: Expo
Distance to Station / Stop: 100’
Development Type: Multi-building development block
Building Type(s): Mid Rise Podium
Size: 5.2 acres
Number of Floors (min/max): 5 / 6
Number of Units: 200
Retail / Commercial: 36,000 sf
Office: 210,000 sf
Hotel Rooms: 148
Parking: 1,500 subterranean
Project Features
Open Space: Multiple plazas, central lawn, private courtyards Project Cost: $300 million
Special Considerations: Parking below-grade for development and transit.

3.0 + 1.0 - 1.9 < 1
100 + 51 - 99 < 12

2.0 - 2.9
13 - 50
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Part I Introduction
II-C-E-19 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 28
FAR: 0.37
Residential: 88%
Commercial: 12%
TOD Precedents

LA ESQUINA
Barrio Logan, San Diego, California
Year Completed: 2012 SCAG Region California United States International Context
Place Type Context: Town Commercial
Transit Mode: Local Rail
Transit Line(s): MTS: Blue
Distance to Station / Stop: 2,700’
Development Type: Single lot infill
Building Type(s): Live / Work
Size: 0.25 acre
Number of Floors (min/max): 2
Number of Units: 7
Retail / Commercial: 500 sf
Office: 0 sf
Hotel Rooms: 0
Parking: surface
Project Features
Open Space: Shared Paseo

3.0 + 1.0 - 1.9 < 1
100 + 51 - 99 < 12

2.0 - 2.9
13 - 50
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Part I Introduction
SCAG HQTA Toolkit II-C-E-20
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 134
TOD Precedents

LINKT APARTMENTS
Chicago, Illinois
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Town Commercial
Transit Mode: Local Rail
Transit Line(s): CTA: Blue
Distance to Station / Stop: 500’
Development Type: Multi-lot infill development
Building Type(s): Stacked Units
Size: 0.35 acre
Number of Floors (min/max): 5
Number of Units: 47
Retail / Commercial: 3,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: None
100 + 51 - 99 13 - 50 < 12
9A - 194
Part I Introduction
II-C-E-21 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 30
TOD Precedents

EAST LIBERTY TRANSIT CENTER
Pittsburgh, Pennsylvania
Year Completed: 2016 SCAG Region California International Context
Place Type Context: Town Commercial
Transit Mode: BRT
Transit Line(s): Port Authority: Martin Luther King Jr. Busway Distance to Station / Stop: 300’
Development Type: Multi-building development block
Building Type(s): Podium Mid Rise
Size: 6.0 acres
Number of Floors (min/max): 5
Number of Units: 360
Retail / Commercial: 43,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 554
Project Features
Open Space: Plaza, paseo
Project Cost: $90 million
100 + 51 - 99 13 - 50 < 12
9A - 195
Part I Introduction
SCAG HQTA Toolkit II-C-E-22
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 102
TOD Precedents

DEL MAR STATION
Pasadena, California
Year Completed: 2007 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): Metro: Gold
Distance to Station / Stop: 50’
Development Type: Multi-building development block
Building Type(s): Podium Block
Size: 3.4 acres
Number of Floors (min/max): 4 / 7
Number of Units: 347
Retail / Commercial: 11,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 1,200 subterranean
Project Features
Open Space: Plaza, paseo
Project Cost: $77 million
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-23 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 20
TOD Precedents

SOCO WALK
Fullerton, California
Year Completed: 2006 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Commuter Rail
Transit Line(s): Metrolink: Orange County
Distance to Station / Stop: 100’
Development Type: Multi-building development block
Building Type(s): Townhouse, Live / Work
Size: 5.9 acres
Number of Floors (min/max): 3
Number of Units: 120
Retail / Commercial: xx sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Plaza, paseo
100 + 51 - 99 13 - 50 < 12
9A - 197
Part I Introduction
SCAG HQTA Toolkit II-C-E-24
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 52
TOD Precedents

DEPOT AT SANTIAGO
Santa Ana, California
Year Completed: 2018 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Commuter Rail
Transit Line(s): Metrolink: Orange County
Distance to Station / Stop: 800’
Development Type: Development block
Building Type(s): Stacked Units
Size: 1.35 acres
Number of Floors (min/max): 4
Number of Units: 70
Retail / Commercial: 10,900 sf
Office: 4,400 sf community space
Hotel Rooms: 0
Parking: 157 subterranean / 41 commercial
Project Features
Open Space: Central plaza
Project Cost / Funding Sources: $34 million
Special Considerations: 100 percent affordable housing. 100 + 51 - 99 13 - 50 < 12
9A - 198
Part I Introduction
II-C-E-25 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 42
TOD Precedents

TERRACES AT SANTIAGO
Santa Ana, California
Year Completed: 2013 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Commuter Rail
Transit Line(s): Metrolink: Orange County
Distance to Station / Stop: 2,500’
Development Type: Multi-building development block
Building Type(s): Courtyard Apartments
Size: 0.85 acres
Number of Floors (min/max): 2 / 3
Number of Units: 36
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Central courtyard, playground
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-26
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 120
TOD Precedents

CENTRUM WICKER PARK
Chicago, Illinois
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): Metro: Blue
Distance to Station / Stop: 800’
Development Type: Multi-lot infill
Building Type(s): Podium Mid Rise
Size: 0.5 acre
Number of Floors (min/max): 6
Number of Units: 60
Retail / Commercial: 13,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 24 subterranean
Project Features
Open Space: Plaza (phase II)
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-27 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 30
Residential: 100%
Commercial: 0%
TOD Precedents

THE ROW WICKER PARK
Chicago, Illinois
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): Metro: Blue
Distance to Station / Stop: 1,100’
Development Type: Development block
Building Type(s): Townhouse
Size: 0.8 acre
Number of Floors (min/max): 3
Number of Units: 24
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 48
Project Features
Open Space: Private front balcony
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-28
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 82
TOD Precedents

MODE LOGAN SQUARE
Chicago, Illinois
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): Metro: Blue
Distance to Station / Stop: 1,000’
Development Type: Single lot infill
Building Type(s): Podium Mid Rise
Size: 0.95 acre
Number of Floors (min/max): 4
Number of Units: 78
Retail / Commercial: 6,100 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 45 subterranean
Project Features
Open Space: Central courtyard
100 + 51 - 99 13 - 50 < 12
9A - 202
Part I Introduction
II-C-E-29 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 85
FAR: 2.88
Residential: 96%
Commercial: 4%
TOD Precedents
RESIDENCES AT 245 SUMNER
Boston, Massachusetts
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): MBTA: Blue
Distance to Station / Stop: 600’
Development Type: Single lot infill
Building Type(s): Stacked Units
Size: 0.4 acre
Number of Floors (min/max): 4
Number of Units: 34
Retail / Commercial: 2,250 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 34
Project Features
Open Space: None
Project Cost / Funding Sources: $8 million

3.0 + 2.0 - 2.9 1.0 - 1.9 < 1
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-30
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 107
Residential: 90%
Commercial: 10%
TOD Precedents
169 CALLE AMSTERDAM
Mexico City, Mexico
Year Completed: 2014 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: BRT / Local Rail
Transit Line(s): Metrobus: Linea 1 / Metro: Linea 9
Distance to Station / Stop: 1,800’ / 2,150’
Development Type: Single lot infill
Building Type(s): Stacked Units
Size: 0.14 acre
Number of Floors (min/max): 5
Number of Units: 15
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 2 levels subterranean
Project Features
Open Space: Courtyard
Special Considerations: Located within a historic preservation district 100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-31 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 50
TOD Precedents

KROYER SQUARE
Copenhagen, Denmark
Year Completed: 2016 SCAG Region California United States International Context
Place Type Context: Town Residential
Transit Mode: Local Rail
Transit Line(s): Metro: M1
Distance to Station / Stop: 2,400’
Development Type: Multi-building development block
Building Type(s): Stacked Units
Size: 2.12 acres
Number of Floors (min/max): 5
Number of Units: 105
Retail / Commercial: ground floor
Office: 0 sf
Hotel Rooms: 0
Parking: None
Project Features
Open Space: Multiple plazas
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-32
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 41
TOD Precedents

MISSION MERIDIAN VILLAGE
South Pasadena, California
Year Completed: 2006 SCAG Region California International Context
Place Type Context: Village Mixed Use
Transit Mode: Local Rail
Transit Line(s): Metro: Gold
Distance to Station / Stop: 200’
Development Type: Multi-building development block
Building Type(s): Courtyard apartments, commercial block, duplex, (single-family homes) Size: 1.65 acres
Number of Floors (min/max): 2 / 3
Number of Units: 67
Retail / Commercial: 5,000 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 280
Project Features
Open Space: None
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-33 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 23
Residential: 100%
Commercial: 0%
TOD Precedents

VILLAGE WALK
Claremont, California
Year Completed: 2006 SCAG Region California United States International Context
Place Type Context: Village Mixed Use
Transit Mode: Local Rail
Transit Line(s): Metro: Gold
Distance to Station / Stop: 200’
Development Type: Multi-building development block
Building Type(s): Courtyard apartments, commercial block, duplex, (single-family homes) Size: 8 acres
Number of Floors (min/max): 3
Number of Units: 186
Retail / Commercial: 0 sf
Office: 0 sf
Project Features
Open Space: Pocket Park
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-34
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 27
Residential: 100%
Commercial: 0%
TOD Precedents

HIGHLAND PARK
Buffalo, New York
Year Expected: 2022 (Phase 1 2018) SCAG Region California United States International Context
Place Type Context: Village Mixed Use
Transit Mode: Local Rail
Transit Line(s): NFTA: Main Street
Distance to Station / Stop: 1,600’
Development Type: Master Plan development
Building Type(s): Townhouse, multiplex, fourplex, duplex Size: 27 acres
Number of Floors (min/max): 4
Number of Units: 717
Retail / Commercial: yes
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Central lawn, pocket parks, plazas, paseo
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-35 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 53
Residential: 100%
Commercial: 0%
TOD Precedents
118 FLATS
Cleveland, Ohio
Year Completed: 2013 SCAG Region California United States International Context
Place Type Context: Village Mixed Use
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 200’
Development Type: Single lot infill
Building Type(s): Townhouse
Size: 0.38 acre
Number of Floors (min/max): 3
Number of Units: 20
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 20
Project Features
Open Space: None
Project Cost / Funding Sources: $4 million
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-36
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 116
Residential: 90%
Commercial: 10%
TOD Precedents

TAKOMA CENTRAL
Takoma, Maryland
Year Completed: 2015 SCAG Region California International Context
Place Type Context: Village Mixed Use
Transit Mode: Local/Commuter Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 600’
Development Type: Development block
Building Type(s): Podium Block
Size: 1.13 acres
Number of Floors (min/max): 5
Number of Units: 150
Retail / Commercial: 10,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Courtyard
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-37 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 64
Residential: 100%
Commercial: 0%
TOD Precedents

GREENBRIDGE COMMONS
Cleveland, Ohio
Year Completed: SCAG Region California United States International Context
Place Type Context: Village Mixed Use
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 700’
Development Type: Single lot infill
Building Type(s): Stacked units
Size: 1.1 acres
Number of Floors (min/max): 4
Number of Units: 70
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 22
Project Features
Open Space: None
Project Cost / Funding Sources: $11 million
Special Considerations: Supportive housing
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-38
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 13
Residential: 70%
Commercial: 30%
TOD Precedents

FRUITVALE TRANSIT VILLAGE
Oakland, California
Year Completed: 2004 SCAG Region California United States International Context
Place Type Context: Village Commercial
Transit Mode: Local Rail
Transit Line(s): BART: Blue, Yellow, Green
Distance to Station / Stop: 100’
Development Type: Multi-building development block
Building Type(s): Podium Mid Rise
Size: 3.6 acres
Number of Floors (min/max): 3 / 4
Number of Units: 47
Retail / Commercial: 40,000 sf
Office: 114,000 sf
Hotel Rooms: 0
Project Features
Open Space: Central Plaza
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-39 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 0
FAR: 1.2
Residential: 80%
Commercial: 20%
TOD Precedents

VICTORY BUILDING
Cleveland, Ohio
Year Completed: 2013 SCAG Region California United States International Context
Place Type Context: Village Commercial
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 50’
Development Type: Adaptive Reuse
Building Type(s): Loft Building
Size: 3.24 acres
Number of Floors (min/max): 4
Number of Units: 0
Retail / Commercial: 11,000 sf
Office: 150,000 sf
Hotel Rooms: 0
Parking: 225
Project Features
Open Space: None
Project Cost / Funding Sources: $26 million / $1 million Job Ready Site grant by the State of Ohio as well as a $4.2 million State Historic Tax Credit award

3.0 + 2.0 - 2.9 1.0 - 1.9 < 1
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-40
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 0
FAR: 0.5
Residential: 0%
Commercial: 100%
TOD Precedents

MIDTOWN TECH PARK
Cleveland, Ohio
Year Completed: 2011 SCAG Region California United States International Context
Place Type Context: Village Commercial
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 50’
Development Type: Development block
Building Type(s): Flex Building
Size: 6 acres
Number of Floors (min/max): 2
Number of Units: 0
Retail / Commercial: 0 sf
Office: 128,000 sf
Hotel Rooms: 0
Project Features
Open Space: None

3.0 + 2.0 - 2.9 1.0 - 1.9 < 1
100 + 51 - 99 13 - 50 < 12
9A - 214
Part I Introduction
II-C-E-41 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 133
Residential: 100%
Commercial: 0%
TOD Precedents

METRO VILLAGE
Takoma, Maryland
Year Completed: 2017 SCAG Region California International Context
Place Type Context: Village Residential
Transit Mode: Local/Commuter Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 800’
Development Type: Infill development
Building Type(s): Podium Mid Rise
Size: 1.13 acres
Number of Floors (min/max): 5
Number of Units: 150
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 39
Project Features
Open Space: Plaza, Courtyard
Special Considerations: 80% income-restricted as part of the Low Income Housing Tax Credit (LIHTC) Program, 120 of which will be affordable for residents making 60 percent or less than the Area Median Income (AMI)
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
SCAG HQTA Toolkit II-C-E-42
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 104
Residential: 100%
Commercial: 0%
TOD Precedents

RESIDENCES AT THAYER
Silver Spring, Maryland
Year Completed: 2014 SCAG Region California United States International Context
Place Type Context: Village Residential
Transit Mode: Local/Commuter Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 2,300’
Development Type: Single lot infill
Building Type(s): Stacked Units
Size: 0.5 acres
Number of Floors (min/max): 4
Number of Units: 52
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 20
Project Features
Open Space: Plaza
Funding Sources: $11.9 million from the Maryland Department of Housing and Community Development and $4.5 million from the Montgomery County Housing Initiative Fund. 100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-43 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 44
Residential: 100%
Commercial: 0%
TOD Precedents

METRO GATEWAY
Riverside, California
Year Completed: 2017 SCAG Region California United States International Context
Place Type Context: Suburban Multi-family
Transit Mode: Commuter Rail
Transit Line(s): Metrolink: Inland Empire, 91
Distance to Station / Stop: 600’
Development Type: Development block
Building Type(s): Stacked Units
Size: 4.26 acres
Number of Floors (min/max): 4
Number of Units: 187
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 300
Project Features
Open Space: Courtyard
100 + 51 - 99 13 - 50 < 12
9A - 217
Part I Introduction
SCAG HQTA Toolkit II-C-E-44
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 25
Residential: 100%
Commercial: 0%
TOD Precedents

PASEOS AT MONTCLAIR NORTH
Montclair, California
Year Completed: 2013 SCAG Region California United States International Context
Place Type Context: High Intensity Activity Center
Transit Mode: Commuter Rail
Transit Line(s): Metrolink: San Bernardino
Distance to Station / Stop: 2,000’
Development Type: Planned development
Building Type(s): Townhouse
Size: 15.4 acres
Number of Floors (min/max): 3
Number of Units: 385
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Parking: 722
Project Features
Open Space: Central park, paseo
Project Cost / Funding Sources: $25.7 million / Canyon-Johnson Urban Funds provided a $25.7 million equity investment
100 + 51 - 99 13 - 50 < 12
9A - 218
Part I Introduction
II-C-E-45 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 53
Residential: 99%
Commercial: 1%
TOD Precedents

GROSSMONT TROLLEY CENTER
La Mesa, California
Year Completed: 2010 SCAG Region California United States International Context
Place Type Context: High Intensity Activity Center
Transit Mode: Local Rail
Transit Line(s): MTS: Green, Orange
Distance to Station / Stop: 100’
Development Type: Multi-block development
Building Type(s): Podium Block
Size: 9.9 acres
Number of Floors (min/max): 5 / 6
Number of Units: 527
Retail / Commercial: 3,000 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Plaza, private courtyards
100 + 51 - 99 13 - 50 < 12
9A - 219
Part I Introduction
SCAG HQTA Toolkit II-C-E-46
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 47
FAR: 2.23
Residential: 88%
Commercial: 12%
TOD Precedents

SOUTH BAY TOWN CENTER
Boston, Massachusetts
Year Expected: 2018 SCAG Region California United States International Context
Place Type Context: High Intensity Activity Center
Transit Mode: Commuter Rail / Local Rail
Transit Line(s): MBTA: Fairmount, Franklin / Red
Distance to Station / Stop: 1,000’ / 2,400’
Development Type: Big box retail center redevelopment
Building Type(s): Podium Block, Podium Mid Rise
Size: 10.2 acres
Number of Floors (min/max): 6
Number of Units: 475
Retail / Commercial: 120,000 sf
Office: 0 sf
Hotel Rooms: 130
Parking: 1,095
Project Features
Open Space: Plaza,paseo, pocket park

3.0 + 2.0 - 2.9 1.0 - 1.9 < 1
100 + 51 - 99 13 - 50 < 12
9A - 220
Part I Introduction
II-C-E-47 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 154
Residential: 100%
Commercial: 0%
TOD Precedents

SOLAIRE WHEATON
Wheaton, Maryland
Year Completed: 2015 SCAG Region California United States International Context
Place Type Context: High Intensity Activity Center
Transit Mode: Local/Commuter Rail
Transit Line(s): WMATA: Red
Distance to Station / Stop: 1,200’
Development Type: Development block
Building Type(s): Podium Block
Size: 1.5 acres
Number of Floors (min/max): 6
Number of Units: 232
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Courtyard
Special Considerations: LEED Silver; 7,000 sf of amenity space 100 + 51 - 99 13 - 50 < 12
9A - 221
Part I Introduction
SCAG HQTA Toolkit II-C-E-48
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources Dwelling Units per Acre: 58
FAR: 1.9
Residential: 100%
Commercial: 0%
TOD Precedents

EUCLID COMMONS
Cleveland, Ohio
Year Completed: 2012 SCAG Region California United States International Context
Place Type Context: Campus / University
Transit Mode: BRT
Transit Line(s): RTA: Health-line
Distance to Station / Stop: 100’
Development Type: Development block
Building Type(s): Stacked Units
Size: 2.8 acres
Number of Floors (min/max): 4
Number of Units: 163
Retail / Commercial: 0 sf
Office: 0 sf
Hotel Rooms: 0
Project Features
Open Space: Courtyard
Project Cost / Funding Sources: $33.6 million
Special Considerations: Student housing; LEED Silver

3.0 + 2.0 - 2.9 1.0 - 1.9 < 1
100 + 51 - 99 13 - 50 < 12
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Part I Introduction
II-C-E-49 SCAG HQTA Toolkit
Part II Complete Streets Open Space/ Placemaking Building Types & Precedents Part III Funding Sources Additional Resources

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Part III
Additional Resources
Funding Sources
Additional Resources
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Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents III-ii SCAG HQTA Toolkit
Part III Funding Sources Additional Resources

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Part III
Additional Resources

A - FUNDING SOURCES
Funding Source Categories
Summary of Funding Sources
Bicycle/Pedestrian Project Funding Sources
Urban Greening/Environmental Project Funding Sources
Parking and Transit Infrastructure Funding Sources
Major Developments Funding Sources - Economic Revitalization Major Developments Funding Sources - Affordable Housing District-wide Value Capture Mechanisms
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Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents III-A-2 SCAG HQTA Toolkit
Part III Funding Sources Additional Resources
Funding Source Categories
There is a wide variety of public and private funding sources and strategies that can be used to realize the TOD goals expressed in each HQTA Vision Plan. The following pages include a list of some of these sources, grouped by the categories listed below:

BP Bicycle and Pedestrian
UG Urban Greening & Environmental
PT Parking and Transit Infrastructure
ER Major Developments (Economic Revitalization)
AF Major Developments (Affordable Housing)
VC District-wide Value Capture Mechanisms
For each Vision Plan, a tailored financial strategy with targeted funding sources is included to enable pilot project jurisdictions to focus on a specific set of sources. It is important to note that these funding sources can and often do change over time; funding programs may be canceled, new funding sources may become available, and funding availability may be decreased. There may also be new federal, state, and local resources available to cities in the coming years that could also be leveraged to implemented in each Vision Plan.

As future rounds of the HQTA program move forward, this Toolkit will be continuously updated with additional funding sources.
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Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents SCAG HQTA Toolkit III-A-3
Part III Funding Sources Additional Resources
Sources of Funding Applicant Disbursement Agency Source Funding Type Process Bicycle/Pedestrian Project Funding Sources
Active Transportation Program (ATP) Cities Metropolitan Planning Orgs. (MPO) CalTrans Grant Call for Projects Measure M - Metro Active Transportation Program Cities LA Metro Sales Tax Discretionary Funds Competitive Local Returns Program (LA County) Cities LA Metro Sales Tax Grant Formula Transportation Development Act (Article 3) Transit Agencies/City LA Metro Retail Sales Tax Grant Formula Bicycle and Pedestrian Facilities Program SB-821 Local Jurisdictions RCTC LFT Funds Grant Call for Projects Measure I - Local Streets Cities SBCTA Sales Tax Grant Formula Safe Routes to School Cities/Counties CalTrans State+Federal Grant Competitive Sustainable Transportation Planning Grant Program Cities MPOs CalTrans Planning Grant Competitive Surface Transportation Block Grant (FAST Act) Cities MPOs FHWA Grant Formula Congestions Mitigation and Air Quality Improvement Program (CMAQ) Cities MPOs FHWA Grant Formula Urban Greening/Environmental Project Funding Sources
CalFIRE CCI Grants - Urban and Community Forestry Program Cities Dept. of Forestry and Fire Protection CCI Grant Competitive California Urban Greening Grant Program Cities, Counties, others California Natural Resources Agency CCI Grant Competitive Congestions Mitigation and Air Quality Improvement Program (CMAQ) Cities MPOs or State FHWA Grant Formula Community Development Block Grant (CDBG) Cities/Developers Cal. Dept. of Housing & Comm. Dev. (CAHCD)
US-HUD Grant Competitive
Affordable Housing and Sustainable Communities (AHSC) Program Developers CAHCD Cap&Trade Loan/Grant Competitive Infill Infrastructure Grant Program (IIG) Developers Cities CAHCD Grant Competitive Parking and Transit Infrastructure Funding Sources
Proposition C - Transit Centers, Park-n-Ride Developers LA Metro Sales Tax Grant Call for Projects FTA Section - 5310, 5316, 5317 Programs Transit Agencies/Cities LA Metro FTA Grant Competitive BEYOND Framework Funds Program Member Agencies WRCOG Grant Formula Local Transit Funds (LTF) Transportation Development Act (TDA) SB 325 Cities Cities and counties CalTrans Grant Discretionary Cap and Trade - Transit and Intercity Rail Capital Program Cities MPOs, municipalities, counties CalTrans Grant Call for Projects Cap and Trade - Low Carbon Transit Operations Program (LCTOP) Cities Transit Agencies CalTrans Grant Competitive Buses and Bus Facilities Grant Program - 5339 Cities Transit Agencies (Bus) FTA Grant Formula/Competitive Urbanized Area Formula Grants - 5307 Cities MPOs and Transit Agencies FTA Capital/Planning Grant Formula California Infrastructure State Revolving Loan Fund (I-Bank) Cities Several (see details) State of Cal Financing Rolling Applications Transportation Infrastructure Finance and Innovation Act (TIFIA) Cities Several (see details) USDOT Financing/Guarantee Rolling applications Pilot Program for TOD Planning funded by CIG program Cities Cities, Local Govt., and Transit Ag. FTA Planning Grant Competitive Capital Investment Grant (Small Starts) - 5309 Cities Transit Agencies FTA Grant Discretionary BP
BP
BP
BP
BP
BP
BP
BP
BP
BP
UG
UG
UG
UG
UG
UG
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
Summary of Funding Sources
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Part III Funding Sources Additional Resources
Summary of Funding Sources
Sources of Funding Applicant Disbursement Agency Source Funding Type Process Major Developments Funding Sources - Economic Revitalization New Markets Tax Credit Developer Local Community Development Entities (CDEs)
US-Treasury Financing Competitive
Community Development Block Grant (CDBG) Developers Cities and Counties US-HUD Grant Formula CDBG - Section 108 Loan Guarantee Program Cities Local or State Government US-HUD Guarantee Competitive Historical Preservation Tools - Historic Rehabilitation Tax Credit Developer Cities US Parks Financing Rolling Applications California Infrastructure State Revolving Loan Fund (I-Bank) Cities Several (see details) State of Cal Financing Rolling Applications California Organized Investment Network (COIN) Cities Insurance companies CA -Insurance Financing Rolling Applications Choice Neighborhood Cities/Developers Local Government US-HUD Planning/Capital Grant Competitive LA County - TOD Planning Grant Program Cities LA Metro Planning Grant Call for Projects EB-5 Immigration Visa Investment Developer Local Jurisdiction USCIS Financing Rolling Applications Public- Private Partnerships (P3) Cities/Developers Financing Joint Development Program Cities/Developers LA Metro Financing Competitive Major Developments Funding Sources - Affordable Housing Low Income Housing Tax Credit (LIHTC) Program Developers California Tax Credit Allocation Authority (CTCAC)
US-Treasury Financing Competitive
Affordable Housing and Sustainable Communities (AHSC) Program Developers CAHCD Cap&Trade Loan/Grant Competitive HOME Investment Partnerships Program Cities/Developers CAHCD US-HUD Grant/Low-int Loan Competitive National Housing Trust Fund Cities/Developers CAHCD US-HUD Soft Loans Competitive Infill Infrastructure Grant Program (IIG) Cities/Developers CAHCD US-HUD Grant Competitive Multifamily Bond Financing Developers Los Angeles Community Development Commission (LACDC)
Financing Competitive
Los Angeles County Housing Innovation Fund Developers LACDC Financing Competitive District-wide Value Capture Mechanisms
Transportation utility fees
Parking Fees/Congestion Pricing
Development Impact Fee
Special Assessment District
Enhanced Infrastructure Finance Districts
Community Revitalization and Investment Authorities (CRIA) Debt Tools
ER
ER
ER
ER
ER
ER
ER
ER
ER
ER
ER
AF
AF
AF
AF
AF
AF
AF
VC
VC
VC
VC
VC
VC
VC
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Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents SCAG HQTA Toolkit III-A-5
Part III Funding Sources Additional Resources
Bicycle/Pedestrian Project Funding Sources
Sources of Funding Overview Criteria Process Considerations BP Active Transportation Program (ATP)
Applicant: Cities
Disbursement Agency: MPOs
Source: CalTrans
Funding Type: Grant
Process: Call for Projects
On September 26, 2013, Governor Brown
signed legislation creating the Active
Transportation Program (ATP) in the
Department of Transportation (Senate Bill
99, Chapter 359 and Assembly Bill 101,
Chapter 354). The ATP consolidates existing
federal and state transportation programs,
including the Transportation Alternatives
Program (TAP), Bicycle Transportation
Account (BTA), and State Safe Routes to
School (SR2S), into a single program
Increase the proportion of trips accomplished
by biking and walking; increase safety and
mobility for non-motorized users; advance
the active transportation efforts of regional
agencies to achieve greenhouse gas
(GHG) reduction goals, pursuant to SB 375
(0f 2008) and SB 341 (of 2009); Enhance
public health; Ensure that disadvantaged
communities fully share in the benefits of
the program, and Provide a broad spectrum
of projects to benefit many types of active
transportation users.
40% to metropolitan planning
organizations in urban areas
with populations greater than
200,000, in proportion their
relative share of population.
10%to small urban and rural
regions with populations of
200,000 or less. 50%to projects
awarded on competitive
statewide basis.

Highly applicable for
funding TOD-enabling
infrastructure.

BP Measure M - Metro Active
Transportation Program
Applicant: Cities
Disbursement Agency: LA Metro
Source: Sales Tax
Funding Type: Discretionary Funds
Process: Competitive
Approximately $17 million of annual Measure
M active transportation funding exists in the
new Measure M 2% Active Transportation
Program (2% ATP). A key reason Investing
in Place and other advocates championed
Measure M in 2016 was the creation of the
first ever regional funding for walking, biking,
vision zero, crosswalks and sidewalks.

Metro introduced a 2% ATP cash flow
analysis, which essentially divided up the
fund into four main categories: First/Last
mile, LA River Bike Path, Bike Share, and
Metro Bike and Pedestrian Programs. Each
category includes funding allocations for the
next five fiscal years.

The funding has been accounted
for all the LA County regions.

The active transportation
projects will be funded through a
competitive process and a local
match.

Funding available in the
near term.

BP Local Returns Program (LA County)
Applicant: Cities
Disbursement Agency: LA Metro
Source: Sales Tax
Funding Type: Grant
Process: Formula
The Proposition A, Proposition C and
Measure R Local Return programs are three
one-half cent sales tax measures approved
by Los Angeles County voters to finance a
countywide transit development program.

By ordinance, LA Metro is responsible for
administering the programs and establishing
guidelines.

Over 50% of local return funds are invested
in local public transit.

In addition to funding transit services, cities
use their Local Return funds to improve and
maintain local streets. The Local Return
Program also enables local governments to
provide other essential local components of
our overall transportation system, such as
bus stops, park and ride lots, bicycle access,
pedestrian access and safety and security.

Local Return funds are allocated
and distributed monthly to
jurisdictions on a "per capita"
basis by Metro.

Eligible expenditures are outlined
in the Metro's Adopted Local
Return Program Guidelines.

BP Transportation Development Act
(Article 3)
Applicant: Transit Agencies/Cities
Disbursement Agency: LA Metro
Source: Retail Sales Tax
Funding Type: Grant
Process: Formula
Transportation Development Act, Article 3
funds are used by cities within Los Angeles
County for the planning and construction of
bicycle and pedestrian facilities.

A Local Transportation Fund (LTF) for each
county derived from ¼ cent of the 7.25 cent
statewide retail sales tax. The funds are
apportioned to each county by the State
Board of Equalization according to the
amount of tax collected in the county.

TDA funds can be used for a wide variety
of bike and pedestrian facilities such as
right-of-way acquisition; construction costs,
retrofitting bike and pedestrian amenities,
route safety improvements, and bike
infrastructure.

Local agencies may either draw
down these funds or place them
on reserve. Agencies must
submit a claim form to LA Metro
by the end of the fiscal year in
which they are allocated. Failure
to do so may result in the lapse
of these allocations.
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Part III Funding Sources Additional Resources
Bicycle/Pedestrian Project Funding Sources
Sources of Funding Overview Criteria Process Considerations BP Bicycle and Pedestrian Facilities
Program SB-821
Applicant: Transit Agencies/Cities
Disbursement Agency: RCTC
Source: Local Transportation Fund
(LFT)
Funding Type: Grant
Process: Call for Projects
Each year 2% of the Local Transportation
Fund (LTF) revenue is made available for
use on bicycle and pedestrian facility projects
through the Commission's SB 821 Program.

Eligible projects include sidewalks, access
ramps, bicycle facilities, and bicycle plan
development.

All of the cities and the county
of Riverside are notified of
the SB-821 program estimate
of available funding and are
requested to submit project
proposals. An evaluation
committee composed of the
Technical Advisory Committee
makes recommendations for
projects and funding award
amounts to the Commission for
their final approval.

BP Measure I - Local Streets
Applicant: Cities
Disbursement Agency: SBCTA
Source: Sales Tax
Funding Type: Grant
Process: Formula
Measure I is a half-cent sales tax collected
throughout San Bernardino County for
transportation improvements. In 2004, San
Bernardino County voters overwhelmingly
approved the extension of the Measure I
sales tax through 2040.

Program receives 20% of revenue collected
in the San Bernardino Valley Subarea,
includes funds for local street repair and
improvements. Program funds can be used
flexibly for any eligible transportation purpose
determined to be a local priority, including
local streets, major highways, state highway
improvements, freeway interchanges and
other improvements to maximize the use of
transportation facilities.

Funds distributed to cities and
the County on a per capita basis.

Annually each jurisdiction
develops a Five Year Capital
Improvement Plan for Local
Streets Projects that is consistent
with local, regional, and State
transportation plans.

Funds are disbursed to
local jurisdictions monthly
upon receipt of the
annually adopted Local
Street Five Year Plan.

BP Safe Routes to School (State &
Federal)
Applicant: Cities/Counties
Disbursement Agency: CalTrans
Source: State (AB-57); Federal (MAP21)
Funding Type: Grant
Process: Apportionment/Competitive
The program's aim is to increase the number
of children who walk or bicycle to school by
funding projects that remove the barriers that
currently prevent them from doing so. Those
barriers include lack of infrastructure, unsafe
infrastructure, lack of programs that promote
walking and bicycling through education/
encouragement programs aimed at children,
parents, and the community.

The SR2S program funds construction
projects to improve the safety of students
who walk or bike to school. Improvements
must be made on public property. The
facilities should include pedestrian facilities,
traffic calming, traffic control devices, bike
facilities, and public outreach.

Funds will be apportioned to
each Caltrans District on the
basis of student enrollment as
determined by the California
Department of Education.

BP Sustainable Transportation Planning
Grant Program
Applicant: Cities
Disbursement Agency: MPOs and
others
Source: Caltrans (from FHWA)
Funding Type: Planning Grant
Process: Competitive
Strategic Partnership Program offers
funding for transportation planning studies
in partnership with CalTrans to provide a
safe, sustainable, integrated and efficient
transportation system to enhance California’s
economy and livability.

Planning goals include; 1) improve
multimodal mobility and accessibility for
all people; 2) preserve the multimodal
transportation system; 3) support vibrant
economy; 4) foster livable and healthy
communities and promote social equity; and
5) practice environmental stewardship
CalTrans releases annual
statewide notice of funding
availability for planning grants
which are available to MPOs.

Highly competitive
program.
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Part III Funding Sources Additional Resources
Bicycle/Pedestrian Project Funding Sources
Sources of Funding Overview Criteria Process Considerations BP Surface Transportation Block Grant
(FAST Act)
Applicant: Cities
Disbursement Agency: MPOs
Source: FHWA (FAST Act)
Funding Type: Grant
Process: Formula
The STBG promotes flexibility in State and
local transportation decisions and provides
flexible funding to best address State and
local transportation needs.

STBG funds cannot be used from local
roads and collectors; but can be used for
pedestrian and bike projects among many
others.

The STBG requires all the Surface
Transportation Program eligibilities and
in addition, requires states to create and
operate an office to design, implement, and
oversee P3 initiatives.

A percentage of a State’s STBG
apportionment (after set-asides
for Transportation Alternatives)
is to be obligated in the following
areas in proportion to their
relative shares of the State’s
population.

Funds allocated to MPOs
based on population.

BP Congestions Mitigation and Air
Quality Improvement Program
(CMAQ)
Applicant: Cities
Disbursement Agency: MPOs
Source: FHWA (FAST Act)
Funding Type: Grant
Process: Formula
Funds may be used for a transportation
project or program that is likely to contribute
to the attainment or maintenance of a
national ambient air quality standard, with
a high level of effectiveness in reducing air
pollution.

Funds may be used for transportation
projects likely to contribute to the attainment
or maintenance of a national ambient
air quality standard, with a high level of
effectiveness in reducing air pollution,
and be included in the Metropolitan
Planning Organization's (MPO's) current
transportation plan and transportation
improvement program (TIP) or the current
state transportation improvement program
(STIP) in areas without an MPO.

FAST Act directs FHWA to
apportion funding as a lump
sum for each State then divide
that total among apportioned
programs. Once each State’s
combined total apportionment is
calculated, funding is set-aside
for the State’s CMAQ Program.

Improvement in air quality
from project required.
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Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents III-A-8 SCAG HQTA Toolkit
Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations UG Urban and Communities Forestry
Grants Program
Applicant: Cities/Counties
Disbursement Agency: Dept. of Forestry
and Fire
Source: CCI (from Cap&Trade)
Funding Type: Grant
Process: Competitive
Through the California Climate Investments
(CCI) Urban & Community Forestry Grant
Program, CAL FIRE works to optimize the
benefits of trees and related vegetation
through multiple-objective projects
These projects further the goals of the
California Global Warming Solutions Act of
2006 (AB 32), result in a net greenhouse
gas benefit, and provide environmental
services and cost-effective solutions to
the needs of urban communities and local
agencies. Co-benefits of the projects
include increased water supply, clean air
and water, reduced energy use, flood and
storm water management, recreation, urban
revitalization, improved public health, and
producing useful products such as bio-fuel,
clean energy, and high quality wood.

UG California Urban Greening Grant
Program
Applicant: Cities/Counties
Disbursement Agency: CA Natural
Resources Agency
Source: CCI (from Cap&Trade)
Funding Type: Grant
Process: Competitive
This new program is a competitive program
that supports projects that reduce GHG
emissions by establishing and enhancing
parks and open space; greening lands and
structures; establishing green streets and
alleyways; using natural solutions to improve
air and water quality and reduce energy
consumption; and creating more walkable
and bikeable trails that enable residents
to access work, schools and commercial
centers without having to drive automobiles.

Eligible urban greening projects will
reduce GHG emissions and provide
multiple additional benefits, including, a
decrease in air and water pollution or a
reduction, conversion of an existing built
environment into green space, incorporate
green infrastructure solutions that improve
sustainability.

The applicant is required to
submit an application, which
is evaluated by the state and
projects are selected that are
likely to make the maximum
impact.

UG Infill Infrastructure Grant Program
(IIG)
Applicant: Developers
Disbursement Agency: Cities
Source: CAHCD
Funding Type: Grant
Process: Competitive
Funded by Proposition (Prop 1C) 1C, the
Housing and Emergency Shelter Trust Fund
Act of 2006, the primary goal is to promote
infill housing development.

IIG is grant assistance, available as gap
funding to infrastructure improvements
required for specific residential or mixed-use
infill development.

IIG serves to aid in new construction and
rehabilitation of infrastructure that supports
higher-density affordable and mixed-income
housing in locations designated as infill.

Funds are allocated through a
competitive process, based on
the merits of the individual infill
projects and areas. Some of
the application selection criteria
includes housing density, project
readiness, access to transit,
proximity to amenities, and
housing affordability.

Funding only for
qualifying infill project
Urban Greening/Environmental Project Funding Sources
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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations PT Proposition C - Transit Centers, Parkn-Ride
Applicant: Developers
Disbursement Agency: LA Metro
Source: Sales Tax
Funding Type: Grant
Process: Call for Projects
A voter-enacted (1990) ½-cent sales tax for
public transit purposes.

Capital costs of transit centers including
facilities, access improvements, landscaping,
bike lockers, rehabilitation, and other
amenities. Capital costs and rehabilitation
of park-and-ride lots, including freeway bus
stops incorporated into a transit center or
park-and-ride lot, used exclusively by transit
and ride-sharing patrons during normal
working hours.

Funds flow to Metro which
allocates to itself and other
agencies according to the Metro
Formula Allocation Procedure,
the Metro Call for Projects, and
Metro Board actions. A Funding
Agreement (FA) is executed for
each project in the Metro Call
for Projects. These funds can be
leveraged by bonding for capital
projects.

PT FTA Section - 5310, 5316, 5317
Programs
Applicant: Transit Agencies/Cities
Disbursement Agency: LA Metro
Source: FTA
Funding Type: Grant
Process: Competitive
Federal transit law, as amended by MAP-21,
requires that projects funded under the
Section 5310, Section 5316, and Section
5317 Programs are included in a locally
developed, coordinated public transit-human
services transportation plan. The 2016-2019
Coordinated Public Transit-Human Services
Transportation Plan for Los Angeles County
(“Coordinated Plan”) was formally adopted
by the Metro Board of Directors in July 2015.

FTA grant programs include Section 5310
(Enhance Mobility of Seniors and Individuals
with Disabilities Program ), Section 5316
(Job Access and Reverse Commute
Program), and Section 5317 (New Freedom
Program).

The solicitation is a competitive
selection process that will result
in the award of available federal
grants apportioned by the
Federal Transit Administration
(FTA) to eligible agencies
through Metro. Approved awards
will be authorized by way of fully
executed Funding Agreement
by/between successful applicant
and Metro.

PT BEYOND Framework Funds Program
Applicant: Member Agencies
Disbursement Agency: WRCOG
Source:

Funding Type: Grant
Process: Formula
BEYOND is an economic development
and sustainability local assistance funding
program designed to enable member
agencies to develop and implement plans
and programs aimed at improving quality of
life in Western Riverside County.

Agencies may ask request the funds: 1) To
develop plans and/or implement projects;
2) To provide a match for grants and other
funding opportunities; and 3) To pool
resources with other member agencies
for larger projects that affect economic
development, water, education, environment,
health, and transportation.

The BEYOND Core funding is a
non-competitive, fixed amount
of funding available to member
agencies. Once approved of
Core funding, members can
apply for project-based funding.

PT Local Transit Funds (LTF)
Transportation Development Act
(TDA) SB 325
Applicant: Cities
Disbursement Agency: Cities and
Counties
Source: CalTrans
Funding Type: Grant
Process: Discretionary
Local Transportation Fund (LTF), is derived
from a ¼ cent of the general sales tax
collected statewide. The State Board of
Equalization, based on sales tax collected
in each county, returns the general sales tax
revenues to each county’s LTF. Each county
then apportions the LTF funds within the
country based on population.

These funds can be used for transit capital
expenditures, operations, or a combination
thereof. Standard practice is LTF funds are
assumed to be used for operations first, then
as a local match for federally funded capital
projects when State Transit Assistance (STA)
funds can't be used.

It is a three-step process: (1)
apportionment, (2) allocation,
and (3) payment. Annually,
the Transportation Planning
Agencies (TPAs) determine each
area's share of the anticipated
LTF.

Allocation discretionary
action by regional
planning organization.

Parking and Transit Infrastructure Funding Sources
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Part III Funding Sources Additional Resources
Parking and Transit Infrastructure Funding Sources
Sources of Funding Overview Criteria Process Considerations PT Cap and Trade - Transit and Intercity
Rail Capital Program
Applicant: Cities
Disbursement Agency: MPOs
Source: CalTrans
Funding Type: Grant
Process: Call for Projects
The Transit and Intercity Rail Capital
Program (TIRCP) to provide grants from the
Greenhouse Gas Reduction Fund to fund
transformative capital improvements that will
modernize California’s intercity, commuter,
and urban rail systems, and bus and ferry
transit systems to reduce emissions of
greenhouse gases by reducing congestion
and vehicle miles traveled throughout
California.

Primary Criteria: Reduce GHG emissions;
Increase ridership; Integrate the services of
the State's various rail and transit operations;
Improve safety.

Secondary Criteria: Reducing VMT;
Promoting housing development near transit;
Improve area for more jobs and housing to
increase locational efficiency; Expanding
existing rail and public transit systems;
Enhancing the connectivity, integration, and
coordination of the State's various transit
agencies; Implementing clean vehicle
technology.

Apply to TIRCP call for projects. Requires an EIR for high rating in the competitive
process.

PT Cap and Trade - Low Carbon Transit
Operations Program (LCTOP)
Applicant: Cities
Disbursement Agency: Transit Agencies
Source: CalTrans
Funding Type: Grant
Process: Competitive
The Low Carbon Transit Operations Program
(LCTOP) is one of several programs that
are part of the Transit, Affordable Housing,
and Sustainable Communities Program
established by the California Legislature in
2014 by Senate Bill 862.

The LCTOP was created to provide
operating and capital assistance for transit
agencies to reduce greenhouse gas
emission and improve mobility, with a priority
on serving disadvantaged communities.
(1) Lead agency must be listed
on SCO letter.
(2) Verify the project is in the list
of eligible projects.
(3) Verify project meets criteria.
(4) Submit required documents
requested in LCTOP guidelines.

Applicable for all transit
projects. But needs
commitment from other
funding sources.

PT Buses and Bus Facilities Grant
Program - 5339
Applicant: Cities
Disbursement Agency: Transit Agencies
(Buses)
Source: FTA
Funding Type: Grant
Process: Competitive
The Bus & Bus Facilities Infrastructure
Investment Program makes federal
resources available to states and direct
recipients to replace, rehabilitate and
purchase buses and related equipment and
to construct bus-related facilities including
technological changes or innovations to
modify low or no emission vehicles or
facilities.

FTA will prioritize projects that demonstrate
how they will address significant repair and
maintenance needs, improve the safety of
transit systems, deploy connective projects
that include advanced technologies to
connect bus systems with other networks
and support the creation of ladders of
opportunity.

Funds remain available for
obligation for four fiscal years.

This includes the fiscal year
in which the amount is made
available or appropriated plus
two additional years.

Valley Transit authority
and Metrolink could
apply for this. Funding
is provided through
formula allocations and
competitive grants.

PT Urbanized Area Formula Grants - 5307
Applicant: Cities
Disbursement Agency: MPOs/Transit
Agencies
Source: FTA
Funding Type: Capital/ Planning Grant
Process: Formula
The Urbanized Area Formula Funding
program makes federal resources available
to urbanized areas and to governors for
transit capital and operating assistance
in urbanized areas and for transportationrelated planning.

Funds are primarily used for operations
and maintenance but can be used for
capital projects, including the purchase of
vehicles. Eligible activities include: planning,
engineering, design and evaluation of transit
projects and other technical transportationrelated studies.

Funding is allocated via
formulas. Funds requires a 20%
local match.

Future funds can potentially be
bonded under the Certificate of
Participation Program.
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Part III Funding Sources Additional Resources
Parking and Transit Infrastructure Funding Sources
Sources of Funding Overview Criteria Process Considerations PT California Infrastructure State
Revolving Loan Fund (I-Bank)
Applicant: Cities
Disbursement Agency: State of
California
Source:

Funding Type: Financing
Process: Rolling Application
The ISRF Program provides financing to
public agencies and non-profit corporations
sponsored by public agencies for a wide
variety of infrastructure and economic
development projects (excluding housing).

ISRF Program funding is available in
amounts ranging from $50,000 to $25
million, with loan terms for the useful life of
the project up to a maximum of 30 years.

Applicant must demonstrate project
readiness and feasibility to complete
construction within 2 years after the I-Bank’s
financing approval. In this context, “complete
a project” the portion of the project financed
by the I-Bank must meet construction
contract specifications for completeness and/
or ability to operate.

Funding applications are
continuously accepted. The
I-Bank Board of Directors makes
the financing decision. Examples
of eligible sources of financing
repayment includes: Enterprise/
Sewer Special Funds, leases of
Borrower assets, property taxes
or property-related assessments,
voter-approved General Fund
debt.

Financing option for
project rather than
funding source. All other
funding sources must
be committed prior to
financing approval.

PT Transportation Infrastructure Finance
and Innovation Act (TIFIA)
Applicant: Cities
Disbursement Agency: Caltrans
Source: USDOT
Funding Type: Financing/Guarantee
Process: Rolling Application
Strategic goal of the TIFIA is to
leverage limited Federal resources and
stimulate capital market investment in
transportation infrastructure by providing
credit assistance in the form of direct
loans, loan guarantees, and standby lines
of credit (rather than grants) to projects of
national or regional significance.

The TIFIA credit program offers three distinct
types of financial assistance – direct loans,
loan guarantees, and standby lines of
credits.

Major criteria include creditworthiness; foster
partnerships that attract public and private
investment for the project; ability to proceed
at an earlier date or reduced lifecycle costs;
Reduces contribution of federal grant
assistance to the project; construction
contracting process can commence no more
than 90 days from execution of a TIFIA credit
instrument.

DOT reviews creditworthiness of
project sponsor (sponsor must
pay $100,000) and then DOT
may request oral presentation.

DOT will evaluate and give
recommendation to DOT Credit
Council, DOT Credit Council
makes recommendation to
the Secretary. DOT will notify
sponsor if project is approved.

Project sponsor must satisfy all
program requirements, DOT
will issue term sheet, credit
agreement, and will disburse
funds.

Source of credit
assistance, but needs a
revenue source to service
the debt payments.

Applicable for Parking
Structure/Districts.

PT Pilot Program for TOD Planning
funded by CIG Program
Applicant: Cities
Disbursement Agency: Caltrans
Source: USDOT
Funding Type: Planning Grant
Process: Competitive
The Pilot Program for TOD Planning helps
support FTA’s mission of improving public
transportation for America’s communities
by providing funding to local communities
to integrate land use and transportation
planning with a transit capital investment
that is seeking or recently received funding
through the Capital Investment Grant (CIG)
Program.

Comprehensive planning funded through
the program must examine ways to improve
economic development and ridership, foster
multimodal connectivity and accessibility,
improve transit access for pedestrian and
bicycle traffic, engage the private sector,
identify infrastructure needs, and enable
mixed-use development near transit stations.

Competitive funding application Metrolink could apply
for this. LA Metro got for
WSAB corridor.

PT Capital Investment Grant (Small
Starts) - 5309
Applicant: Cities
Disbursement Agency: Transit Agencies
Source: FTA
Funding Type: Grant
Process: Discretionary
This is FTA’s primary grant program for
funding major transit capital investments,
including heavy rail, commuter rail, light
rail, streetcars, and bus rapid transit. It is
a discretionary grant program unlike most
others in government.

Project Justification Criteria: Mobility
improvements; Environmental benefits;
Congestion relief; Cost-effectiveness;
Economic development; Supportive land
uses and land use policy.

Financial Commitment Criteria: Current
financial conditions of project operator;
Commitment of funds; Financial capacity and
reasonableness of assumptions.

Application to Small Starts
required. Instead of an annual
call for applications and selection
of awardees by the Federal
Transit Administration (FTA),
the law requires that projects
seeking CIG funding complete
a series of steps over several
years to be eligible for funding.

Highly competitive and
requires commitment
from other non-federal
sources.
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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations ER New Markets Tax Credit
Applicant: Developer
Disbursement Agency: Local CDEs
Source: US-Treasury
Funding Type: Financing
Process: Competitive
The NMTC Program incentivizes community
development and economic growth through
the use of tax credits that attract private
investment to distressed communities.

The NMTC Program enables the Community
Development Financial Institution (CDFI) to
allocate tax credit authority to Community
Development Entities (CDEs) through a
competitive application process. CDEs use
their authority to offer tax credits to investors
in exchange for equity in the CDE. Using
the capital from these equity investments,
CDEs can make loans and investments
to businesses operating in low-income
communities on better rates and terms and
more flexible features than the market.

The NMTC Program enables the Community
Development Financial Institution (CDFI) to
allocate tax credit authority to Community
Development Entities (CDEs) through a
competitive application process.

Funding can be used only for commercial
development such asmanufacturing, food,
retail, housing, health, technology, energy,
education, and childcare.

NMTC process begins with
applying for a CDE certification.

Next, the CDE will need to apply
to the current Allocation round,
which typically begins in May
and awards are announced in
the winter of the same year.

Once the awards are
announced, the allocation
agreement has to be closed. The
final step is an ongoing reporting
and compliance documentation.

Creating a separate entity
is critical for accessing
NMTC dollars.

ER Community Development Block Grant
(CDBG)
Applicant: Developer
Disbursement Agency: Cities and
Counties
Source: US-HUD
Funding Type: Grant
Process: Formula
The Community Development Block
Grant (CDBG) is a flexible program that
provides communities with resources to
address a wide range of unique community
development needs. The CDBG program
works to ensure decent affordable housing,
to provide services to the most vulnerable in
our communities, and to create jobs through
the expansion and retention of businesses.

Not less than 70 percent of CDBG funds
must be used for activities that benefit lowand moderate-income persons.

In addition, each activity must meet one
of the following national objectives for the
program: 1) benefit low- and moderateincome persons, 2) prevention or elimination of slums or blight, or 3) address community
development needs having a particular
urgency.

The annual CDBG appropriation
is allocated between States
and local jurisdictions based
on a formula comprised of
several measures of community
need, including the extent of
poverty, population, housing
overcrowding, age of housing,
and population growth lag in
relationship to other metropolitan
areas.

Directly disbursed to
counties and cities based
on formula.

ER CDBG - Section 108 Loan Guarantee
Program
Applicant: Cities
Disbursement Agency: Local Govt. or
State
Source: US-HUD
Funding Type: Loan Guarantee
Process: Competitive
Section 108 offers state and local
governments the ability to transform a small
portion of their Community Development
Block Grant (CDBG) funds into federally
guaranteed loans large enough to pursue
physical and economic revitalization projects
capable of revitalizing entire neighborhoods.

Source of financing for certain community
development activities, such as housing
rehabilitation, economic development, and
large-scale physical development projects.

All projects and activities must meet one of
The borrower will be required
to secure the loan by pledging
current or future CDBG
allocations to either repay the
loan or secure it. In addition, the
borrower may be required to
pledge additional security to the
loan which may include property
liens or other collateral.

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Part III Funding Sources Additional Resources
Major Developments Funding Sources - Economic Revitalization Sources of Funding Overview Criteria Process Considerations ER Historical Preservation Tools -
Historic Rehabilitation Tax Credit
Applicant: Developers
Disbursement Agency: Cities
Source: US Parks
Funding Type: Financing
Process: Rolling Application
The Federal Historic Rehabilitation Tax
Credit program is administered by the
National Park Service and the State Office of
Historic Preservation.

The Federal Historic Preservation Tax
Incentives Program encourages private
investment in the re-use of historic buildings.

The program provides for a 20% income
tax credit for the rehabilitation of incomeproducing buildings that are “certified historic structures.” A smaller tax credit
(10%) is available for non-certified buildings
constructed before 1936.

Building owners must complete
a three-part application process
to qualify for the credit. In Part
1, the applicant verifies that the
property is listed in or eligible
for the National Register. Part
2 provides a description of the
proposed work for approval,
utilizing the Secretary of
the Interior’s Standards for
Rehabilitation. Part 3 compares
the actual project work with the
Part 2 description and verifies
that the project has met the
Standards.

Only applicable to
income-producing
properties.

ER California Organized Investment
Network (COIN)
Applicant: Cities
Disbursement Agency: Insurance
Companies
Source: CA Insurance
Funding Type: Financing
Process: Rolling Application
COIN is a collaborative effort between
the California Department of Insurance,
the insurance industry, and advocates for
investments in low-income communities.

This voluntary program facilitates insurance
industry investments that benefit California's
environment and its low-to-moderate (LMI)
income and rural communities.

COIN researches, sources, structures and
certifies that investment in a wide range
of innovative opportunities and deliver
competitive rates of return.

Investments must benefit California’s
environment or its low-to-moderate income
or rural communities through economic
development, job creation, access to transit
or healthcare or improvements in education.

COIN extensively researches
investment opportunities
for insurers and publishes
Investment Bulletins for high
impact or guided investments
that are believed to be safe
and solvent, offer competitive
financial returns, and benefit
California’s environment, LMI,
and rural communities.

Attracts private
investments for
community economic
development. Can be
used for access to transit
as well as healthcare
and education-related
development
ER Choice Neighborhood
Applicant: Cities/Developers
Disbursement Agency: Local
Government
Source: US-HUD
Funding Type: Capital/Planning Grant
Process: Competitive
The Choice Neighborhoods program
provides competitive Planning Grants
and Implementation Grants to enable
communities to revitalize struggling
neighborhoods with distressed public
housing or HUD-assisted housing through a
comprehensive approach to neighborhood
transformation.

Planning Grants enable local leaders to
undertake a comprehensive planning
process, working closely with housing
residents, broader community members,
businesses, and a range of local
stakeholders.

Implementation Grants support communities
that have undergone a comprehensive
planning process and are ready to
implement their plans.

HUD established a mapping tool
for the purposes of establishing
neighborhood eligibility and to
assign points for certain rating
factors. This mapping tool will
overlay the locally defined
neighborhood boundaries with
data associated with that area
and estimate the rates of certain
indicators in that neighborhood
using a proportional allocation
methodology.

It is competitive grant
program. Notice of
funding availability of
announced each year.

Applicants can apply for
these grants.
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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations ER LA County - TOD Planning Grant
Program
Applicant: Cities
Disbursement Agency: LA Metro
Source: Combination of various funds
Funding Type: Planning Grant
Process: Call for Projects
Metro is responsible for allocating
discretionary federal, state and local
transportation funds to improve all modes of
surface transportation. Metro also prepares
the Los Angeles County Transportation
Improvement Program (TIP). A key
component of TIP is the Call for Projects
program, a competitive process that
distributes discretionary capital transportation
funds to regionally significant projects.

The eight modal categories of funding
include regional surface transportation
improvement, good movement
improvements, signal synchronization and
bus speed improvements, transportation
demand management, bicycle
improvements, pedestrian improvements,
and transit capital.

Every other year, Metro accepts
Call for Projects applications in
eight modal categories. Metro
staff ranks eligible projects and
presents preliminary scores
to Metro’s Technical Advisory
Committee (TAC) and the
Metro Board of Directors for
review. Upon approval, the
TIP is developed and formally
transmitted to the regional and
state transportation planning
agencies. The TIP then becomes
part of the five-year program
of projects scheduled for
implementation in Los Angeles
County.

ER EB-5 Immigration Visa Investment
Applicant: Developer
Disbursement Agency: Local Jurisdiction
Source: USCIS
Funding Type: Financing
Process: Rolling Application
The EB-5 program allows foreign nationals
to achieve permanent residency with an
investment that will create 10 new direct or
indirect jobs in the United States per investor.

These investments typically must be at least
$1 million, however in Targeted Employment
Areas (TEA) with high unemployment,
the minimum qualifying investments are
$500,000.

EB-5 funding would be particularly
well suited to support new hospitality
accommodations, educational facilities,
medical facilities, or new offices, as these
uses would support a number of new jobs.

Investment can be pooled into
a regional investment center,
through which a single project
can be supported by multiple
EB-5 investments, so long as
the investment and employment
thresholds are met. The only
limit to the amount of money that
may be invested is the number
of jobs the new development will
support.

The development needs
to be financial attractive
to attract investors.

ER Public- Private Partnerships (P3) A public-private partnership is a contractual agreement between a public agency and a
private-sector entity whereby “the skills and
assets of each sector (public and private) are
shared in delivering a service or facility for
the use of the general public.

Typically, the private entity provides the
capital cost to finance the project and the
public agency offers concession leases.

The private partner makes upfront or
ongoing payments to the public partner in
exchange for developing and operating
the asset, in exchange for collecting the
revenue generated by the asset. There are
various forms of public private partnerships
depending on the nature of the project's risks
and rewards.

P3s are typically large, complex
projects such as transportation or
social infrastructure
P3s are applicable for
all types of projects.

Procurement process
is complex and require
multiple advisors. It is
an expensive process.

Transaction costs
especially are a cause
of concern for smaller
projects.

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Part III Funding Sources Additional Resources
Major Developments Funding Sources - Economic Revitalization Sources of Funding Overview Criteria Process Considerations ER Joint Development Program
Applicant: Developer
Disbursement Agency: LA Metro and
others
Source:

Funding Type: Financing
Process: Call for Projects
Joint Development is the only value capture
mechanisms commonly employed by transit
agencies, since the FTA has guidelines that
allow certain projects to use public funding.

It can take many forms, ranging from
an agreement to develop land owned
by the transit agency to joint financing
and development of a larger project that
incorporates both transit facilities and
private development. A joint development
agreement can include a cost-sharing
agreement, a revenue sharing agreement, or
a combination of the two.

JDs require complex
financial transactions.

The public sector needs
advanced real estate
knowledge to implement
JDs.
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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations AF Low Income Housing Tax Credit
(LIHTC) Program
Applicant: Developers
Disbursement Agency: CTCAC
Source: US-Treasury
Funding Type: Financing
Process: Competitive
The LIHTC enables low-income housing
sponsors and developers to raise project
equity through the sale of tax benefits to
investors. The program is regulated and
administered by the Internal Revenue, which
is part of the U.S. Treasury Department.

Recognizing the extremely high cost of
developing housing in California, the state
legislature authorized a state low income
housing tax credit program to augment the
federal tax credit program.

Only rental housing projects are eligible
for tax credits in both the federal and state
programs. The programs have both rent and
income restrictions. Under federal law, credit
projects must remain affordable for at least
30 years; however, California law generally
requires a 55-year extended use period for
9% tax credit projects.

Most credits are sold to
corporate or individual investors
through public or private
syndication
This is a financing source
that only affordable
housing developers can
apply for.

AF Affordable Housing and Sustainable
Communities (AHSC) Program
Applicant: Developers
Disbursement Agency: CAHCD
Source: Cap&Trade
Funding Type: Loan/Grant
Process: Competitive
AHSC funds land-use, housing,
transportation, and land preservation
projects to support infill and compact
development that reduce greenhouse gas
(""GHG"") emissions.

Funding for the AHSC Program is provided
from the Greenhouse Gas Reduction Fund
(GGRF), an account established to receive
Cap-and-Trade auction proceeds.

Eligible activities include affordable housing
development, housing-related infrastructure,
sustainable transportation infrastructure,
transportation-related amenities, and
program costs.

Applicants must submit a
concept proposal which will
be reviewed by the Strategic
Growth Committee (SGC) and
the respective MPO to rank
for priority projects. Priority
applicants will be invited to
submit a full application.

Highly competitive
funding source.

AF HOME Investment Partnerships
Program
Applicant: Developers/Cities
Disbursement Agency: CAHCD
Source: US-HUD
Funding Type: Grant/Low Interest Loan
Process: Competitive
Assist cities, counties, developers,
including Native American Entities, and
nonprofit community housing development
organizations (CHDOs) to create and retain
affordable housing.

Housing rehabilitation, new construction,
and acquisition and rehabilitation, for both
single-family and multifamily projects,
and predevelopment loans to CHDOs. All
activities must benefit lower-income renters
or owners.

Grants are provided to cities and
counties and low-interest loans
are provided to developers. Most
assistance is in the form of loans
by city and county recipients to
project developers to be repaid
to local HOME accounts for
reuse. Applications are invited
through issuance of Notices of
Funding Availability (NOFAs).

Funding for affordable
housing for developers
given to cities/counties.

AF National Housing Trust Fund (To be
announced)
Applicant: Developers/Cities
Disbursement Agency: CAHCD
Source: US-HUD
Funding Type: Soft Loans
Process: Competitive
The National Housing Trust Fund (NHTF)
is a new federal program administered in
California by the Department of Housing and
Community Development.

Assist in new construction of permanent
housing for extremely low-income
households through deferred payment loan
or forgivable loans (soft loans).

Applications will be invited
through the issuance of Notices
of Funding Availability (NOFAs).

NHTF will be paired with another
State program in a joint NOFA.

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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations AF Multifamily Bond Financing
Applicant: Developers
Disbursement Agency: LACDC
Source:

Funding Type: Financing
Process: Competitive
The County issues tax-exempt bonds to
finance low- and moderate-income housing
for families.

The projects need to adhere to the Federal
and state requirements for tax-exempt
multifamily housing bonds. The developers
need to set aside 20 percent of the units for
low-income tenants.

The projects must be located in
unincorporated County of Los Angeles.

AF Los Angeles County Housing
Innovation Fund
Applicant: Developers
Disbursement Agency: LACDC
Source:

Funding Type: Financing
Process: Competitive
LACHIF II is a $60 million revolving
loan fund providing site acquisition
and predevelopment financing for the
development of affordable housing in the
County of Los Angeles.

For creation of multifamily rental affordable
housing located within the County of Los
Angeles.

There are three originating
lenders leverage LACDC's $19.5
million to create this revolving
loan fund.

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Part III Funding Sources Additional Resources
Sources of Funding Overview Criteria Process Considerations VC Transportation utility fees Transportation utility fees are assessments on property that are designed to be closely
related to transportation demand and can
therefore spread the costs of financing local
roads or other transportation services among
users in a fashion that approximates a user
fee
Transportation utility fees are most
commonly used for roads, but they can
also be used to provide a dedicated funding
source for transit systems.

The fee can be a flat fee for
each property, or it can apply
a formula based on units of
housing, number of parking
spaces, or square footage. It can
also be based on the estimated
trip generation rate for a property
type.

Does not require voter
approval. Chiefly pays
for O&M costs. Requires
technical feasibility and
financial feasibility to
cover the construction
and operation costs.

VC Parking Fees/Congestion Pricing Congestion pricing is a demand management strategy which allows
pricing mechanisms to control demand for
services such as parking during peak hours.

Congestion pricing has been successfully
implemented in several dense, urban core
to reduce congestion and raise funds for
transportation improvements.

The revenue from the congestion pricing
can be used to cover the cost of the tolling
system as well as improving transit systems.

Typically, congestion pricing requires state
legislation and/or voter approval.

VC Development Impact Fee Development impact fees, system development charges, and connection
or facility fees are charges assessed on
new development to defray the cost to the
jurisdiction of extending public services to
the development and cannot be used to fund
existing deficiencies.

Impact Fees cannot be used to upgrade
existing deficiencies in infrastructure. Fee
can be exacted only after establishing
reasonable relationship of development
impact and impact mitigation.

The fees are generally collected
once and are used to offset
the cost of providing public
infrastructure such as streets and
utilities.

VC Special Assessment District Special districts are considered a value capture tool because they capture the value
(or benefit)
generated by an improvement or service
to provide funding for the improvement or
service.

Special districts, which can include (but are
not limited to) business improvement districts
(BIDs) and Special Assessment Districts
(SADs).

Requires voter approval.

Assessment districts are formed to include a
geographical area in which property owners
or businesses agree to pay an assessment
to fund a proposed improvement or
service from which they expect to directly
benefit. The amount of the assessment
must be directly related to the cost of the
improvement and the expected benefit to the
property owner.

Special districts can be used
either for pay-as-you-go
improvements or to finance the
issuance of bonds backed by the
assessment revenue.

Property owners in the district
pay an additional tax or fee
to pay for the service or
improvement in the desired
timeframe or to finance a debt
obligation in accordance to the
property’s proportional share of
the benefit.

Less risky for local
governments since the
risk is transferred to
property owners. Difficult
to implement across large
geographies with multiple
jurisdictions. Applicable to
non-revenue generating
infrastructure, however,
the benefit generated
for the property owners
should be direct.

District-wide Value Capture Mechanisms
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Part III Funding Sources Additional Resources
District-wide Value Capture Mechanisms
Sources of Funding Overview Criteria Process Considerations VC Enhanced Infrastructure Finance
Districts
Cities, counties, and special districts can
created EIFDs and issue TIF bonds (under
special circumstances). An EIFD captures
the incremental tax revenue generated by
new development related to public capital
improvement across multiple jurisdictions.

Requires voter approval.

EIFDs can only capture tax revenue net of
the moneys payable to school districts or
educational funds, subject to approval from
taxing authorities.

An EIFD can finance traditional public works,
as well as transportation, transit, parks
and libraries, water and sewer facilities,
solid waste disposal, and flood control and
drainage. It can also be used for nonrevenue generating projects such as bike and pedestrian amenities.

EIFDs are separate government
entities, formed through a Joint
Power Authority (JPA) consisting
of cooperating cities, counties,
and special districts. The new
EIFD requires these entities to
work together to make financing
plans that combine a range
of permitted funding sources,
including tax increment bonds,
that are the responsibility of all
participants.

Obtaining approvals
for EIFDs from tax
authorities is challenging.

Implementing and
administering an EIFD
can be complex.

VC Community Revitalization and
Investment Authorities (CRIA)
In 2015, Governor Jerry Brown signed a
law enabling cites to establish CRIAs, which
enabled them to capture additional tax
revenues for revitalization of neighborhoods.

Redevelopment projects can be financed
by bonds backed by future tax increment
revenues derived from the project.

CRIAs will be able to receive the tax
increment on increased property taxes in
a subject area with consent from taxing
entities including the city, county, and special
districts. Twenty-five percent of revenue from
the tax increment must be allocated to Lowand Moderate-Income Housing Fund.

There are two ways to create
a CRIA; 1) municipalities can
directly establish an authority
board; and 2) by signing a joint
power agreement between city,
county, and special districts.

Restrictions apply to where
CRIAs can be established.

Creation of a CRIA
needs to undergo a
public hearing process
and can be rejected
if 50% of the owners
and residents protest.

Improved infrastructure
in underserved
communities
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Part III Funding Sources Additional Resources

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Part III
Additional Resources

B - ADDITIONAL RESOURCES
TOD Place Types - Table of Metrics
Station Survey Walking Tour
Glossary of Abbreviations
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Part III Funding Sources Additional Resources
Land Use Mix Built Environment
Residential Employment Mixed Use
Civic / Open
Space
Intersections
per mi2 Average Floors Floor Range Total Net FAR
Urban
Urban Mixed Use 18% 16% 45% 21% 200 23 15 - 100 9.0
Urban Commercial 4% 64% 12% 21% 200 18 15 - 100 6.0
Urban Residential 64% 4% 12% 21% 200 15 5 - 60 9.0
City
City Mixed Use 28% 17% 35% 20% 200 7 3 - 40 3.4
City Commercial 1% 82% 4% 14% 200 7 5 - 40 3.1
City Residential 65% 4% 11% 20% 200 7 5 - 40 2.9
Town
Town Mixed Use 26% 20% 29% 25% 200 4 2 - 8 1.9
Town Commercial 1% 69% 17% 14% 200 3 2 - 8 1.8
Town Residential 68% 0% 10% 22% 220 3 2 - 8 1.2
Village / Suburban
Village Mixed Use 43% 14% 14% 28% 220 3 2 - 6 1.0
Village Commercial 0% 61% 7% 32% 230 2 2 - 6 1.2
Village Residential 74% 0% 1% 25% 180 3 2 - 5 0.9
Suburban Multi-family 87% 0% 0% 13% 90 3 2 - 5 1.2
Special Districts
High Intensity Activity
Center 14% 37% 41% 8% 130 5 5 - 40 2.5
Industrial / Office /
Residential Mixed High 58% 36% 0% 6% 60 4 1 - 17 2.0
Office Focus 0% 82% 0% 18% 45 4 2 - 9 1.1
Campus / University 32% 2% 0% 66% 150 8 3 - 17 1.7
Highest
Above Average
Average
Below Average
Lowest
Note for color shading: For Land Use Mix, Residential Mix, and Employment Mix, color shading is based on land use percentage on 100 point scale; for Built Environment and Average Density per Acre, color shading is based on value for each place type as a percentage of the highest score for each category (e.g. For the Average Floors category, the highest number of floors is 23. The shading for 18 average floors would be 18 / 23 = 78% of shading for 23 floors.)
HQTA Place Types
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Part III Funding Sources Additional Resources
Average Density per Acre Residential Mix Employment Mix Households Employees
Households +
Employees Single Family
Townhouse /
Live-Work Multi-family Office Retail Industrial
85 266 351 0% 0% 100% 80% 20% 0%
8 402 410 0% 0% 100% 93% 7% 0%
131 44 175 0% 0% 100% 22% 78% 0%
44 85 129 0% 3% 97% 60% 40% 0%
4 200 204 0% 0% 100% 77% 23% 0%
58 14 72 0% 3% 97% 40% 60% 0%
21 50 71 0% 0% 100% 75% 25% 0%
5 75 80 0% 0% 100% 68% 32% 0%
18 12 30 0% 47% 53% 47% 53% 0%
10 14 24 30% 29% 41% 42% 58% 0%
2 40 42 0% 0% 100% 49% 51% 0%
10 2 12 52% 48% 0% 100% 0% 0%
32 2 34 0% 11% 89% 85% 15% 0%
24 69 93 0% 6% 94% 20% 80% 0%
45 42 87 0% 4% 96% 73% 16% 11%
0 65 65 0% 0% 0% 93% 2% 5%
31 22 53 0% 0% 100% 64% 36% 0%
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Part III Funding Sources Additional Resources
Station Survey Walking Tour
After analyzing the HQTA area through mapping and analysis, the next step in defining the station area is a micro-level analysis of the individual blocks, street, buildings, and other individual physical elements in the half-mile station area. To understand these elements from their impact towards facilitating pedestrian activity between land uses and transit, this analysis is best completed as a survey during a walking tour.

Metro developed a station survey as part of the First-Last Mile Strategic Plan to begin to assess areas of intervention. The station surveys, “Mainly qualitative, measure performance of each station/stop area. With the end goal of increasing transit ridership and user comfort, urban design elements that are most important for rider comfort and system function” are the focus of the station survey. Parts of the Metro station survey, as well as portions of other station surveys from research of best practices, comprise the station survey below. The format of the developed checklist is broad, and touches upon a range of issues faced by most station areas in the SCAG Region. The survey is organized to broadly assess the following categories: land use, mobility, safety, aesthetics/urban design, and accessibility. Each question is scored on a 1 - 5 scale.

3.99 - 3

2.99 - 2

1.99 - 1
5 - 4 Excellent
Good
Fair
Poor
Disagree/
Lacking
Somewhat/
Adequate
Agree/
Ample
Land Use

1. Mix of uses: Different uses that attract different people throughout the day, and week. 1 2 3 4 5

2. Limited Vacancy: There are no, or few empty storefronts. 1 2 3 4 5

3. Few auto-oriented uses: Commercial uses are not mostly located behind surface parking lots. 1 2 3 4 5

4. Location of commercial uses: Retail is concentrated near major arterials and near major transit stops/stations. 1 2 3 4 5

5. Convenient retail: Uses to serve transit users and residents (e.g. grocery, coffee, etc.) 1 2 3 4 5 Total Points ____
Pedestrian Amenities and Legibility

6. Adequate Lighting: Lighting is regularly spaced and directed towards sidewalks/bikeways. 1 2 3 4 5

7. Eyes on the street: Windows, balconies, and entries face the street and public spaces. 1 2 3 4 5

8. Well-maintained public realm: No/minimal litter, trimmed vegetation, sidewalks in good condition. 1 2 3 4 5

9. Buffer for bikes: Bikes are adequately separated from vehicles. 1 2 3 4 5

10. Buffer for pedestrians: Pedestrians are adequately separated from vehicles e.g. by street trees, pedestrian amenities, and infrastructure.
1 2 3 4 5

11. Pedestrian appropriate traffic speeds: Slow traffic due to narrow roads; drivers yield to pedestrians. 1 2 3 4 5

12. Clear traffic signage: Traffic signage is easy to see for vehicles, bikes, and pedestrians. 1 2 3 4 5

13. Overall, the station feels comfortable: The area is perceived as safe for all users: women, children, elderly, etc. 1 2 3 4 5 Total Points ____
9A - 249
Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents SCAG HQTA Toolkit III-B-5
Part III Funding Sources Additional Resources
Station Survey Walking Tour
Total Survey Points ____ /30 = Average Survey Points ____ Disagree/
Lacking
Somewhat/
Adequate
Agree/
Ample
Urban Design

14. Sense of place: Unique street characteristic, landmarks, and activity that sets space apart. 1 2 3 4 5

15. Pleasant landscaping: Well-maintained and frequent street trees that provides ample shade. 1 2 3 4 5

16. Pedestrian amenities: Variety of and frequent pedestrian amenities for rest and activity. 1 2 3 4 5

17. Building orientation and frontage: Entrances oriented to sidewalks, buildings built to sidewalk edge; buildings encourage transit access.
1 2 3 4 5

18. Architectural features and design: Visually appealing building design, materials, elements. 1 2 3 4 5

19. Active frontage and transparency: Avoid blank walls along sidewalks, active first-floor uses. 1 2 3 4 5

20. Pleasant walking environment: There is a inviting and interesting experience for all users. 1 2 3 4 5 Total Points ____
Accessibility

21. Sidewalks: Sidewalks are wide enough to accommodate range of uses and multiple users. 1 2 3 4 5

22. Clear, safe crossings: Intersections allow ample time to cross, are frequent, and ADA accessible. 1 2 3 4 5

23. Seamless transit mode transfer: Different modes in close proximity connected by clear paths. 1 2 3 4 5

24. Wayfinding signage: Clear view for pedestrians and bikes, provides clear information/direction. 1 2 3 4 5

25. Parking and pick-up / drop-off: Adequate number of spaces, separated from pedestrians. 1 2 3 4 5

26. Navigating public realm is easy and intuitive: Multiple pathways accessible to all users. 1 2 3 4 5 Total Points ____
Mobility / Connectivity

27. Street design prioritizes transit, bikes, and pedestrians: Street lanes for vehicles are minimal and narrow to encourage slow speed, separated facilities for bus, bikes, and pedestrians. 1 2 3 4 5

28. Transit station connectivity: Transit station(s) is/are clearly visible from major roadways, and have clear signage indicating routes and transfer opportunities.
1 2 3 4 5

29. Vehicle parking: Vehicle parking is hidden behind buildings or underground. 1 2 3 4 5

30. Car share / Bike share: Car share and bike share stations are present within the station area. 1 2 3 4 5 Total Points ____
9A - 250
Part I Introduction Part II Complete Streets Open Space/ Placemaking Building Types & Precedents III-B-6 SCAG HQTA Toolkit
Part III Funding Sources Additional Resources
Glossary of Abbreviations
AMI Area Median Income
BRT Bus Rapid Transit
CBD Central Business District
CTOD Center for Transit-Oriented Development
du/ac Dwelling Units per Acre
FAR Floor-Area Ratio
GHG Greenhouse gas
HQTA High Quality Transit Area
HSR High Speed Rail
HRT Heavy Rail Transit
LIHTC Low Income Housing Tax Credit
LRT Light Rail Transit
RTP/SCS Regional Transportation Plan / Sustainable Community Strategy SCAG Southern California Association of Governments
SB Senate Bill
TOC Transit-oriented community
TOD Transit-oriented development
VMT Vehicle miles travel
Additional Resources
2016-2040 Regional Transportation Plan / Sustainable Communities Strategy SCAG
Buffalo Green Code: Unified Development Ordinance
City of Buffalo
First-Last Mile Strategic Plan: Path Planning Guidelines Metro
Toolkit for Transit-Oriented Development Grants
Metropolitan Council
TOD 203 - Transit Corridors and TOD: Connecting the Dots CTOD
Transit Supportive Planning Toolkit, 2015
Metro
Urban Footprint Technical Summary: Model Version 1.0
Calthorpe Associates
Urban Street Design Guide
National Association of City Transportation Officials (NACTO) Transit Design Guidelines
Omnitrans, 2013
The Arrive Corridor
Gruen Associates, 2015
Complete Street Design Guide
City of Los Angeles
Long Beach Downtown and TOD Pedestrian Master Plan
Gruen Associates
9A - 251
2-1-22/9B -1
2-1-22/9B -2
2-1-22/9B -3
2-1-22/9C
2-1-22/9C-1
2-1-22/9C-2
2-1-22/9C-3
2-1-22/9C-4
2-1-22/9C-5
2-1-22/9C-6
2-1-22/9C-7
2-1-22/9C-8
2-1-22/9C-9
ORDINANCE NO. 1725

AN ORDINANCE OF THE CITY COUNCIL OF THE

CITY OF SAN CLEMENTE, CALIFORNIA,
AMENDING SECTION 12.32.130 OF THE SAN

CLEMENTE MUNICIPAL CODE RELATING TO THE

USE OF BICYCLES, ELECTRIC BICYCLES, AND

OTHER ACTIVITIES ON THE PIER, BEACH, BEACH

ACCESS ROAD, AND BEACH TRAIL
WHEREAS, the City of San Clemente established and maintains approximately twenty five (25) miles of trails located within designated open space intended for the public enjoyment of hiking, bicycling, and general recreational use; and WHEREAS, section 312.5(a) of the Vehicle Code provides definitions for three classes of electric bicycles; and
WHEREAS, section 21207.5(b) of the Vehicle Code allows municipalities to prohibit the operation of Class 1 and Class 2 electric bycicles on municipal trails; and WHEREAS, section 21207.5(a) of the Vehicle Code prohibits the use of Class 3 electric bycicles on municipal trails unless expressly permitted by a local jurisdiction or otherwise within or adjacent to a roadway; and
WHEREAS, the City's beaches and the San Clemente Beach Trail have seen a substantial increase in the use of electric bicycles; and WHEREAS, the San Clemente Beach Trail runs approximately between the North Beach/San Clemente Metrolink Station and San Clemente State Beach; and WHEREAS, the San Clemente Beach Trail was established to promote mobility along the beach, providing a dedicated space for pedestrians and cyclists to traverse the beach terrain; and
WHEREAS, the widespread use of electric bicycles did not exist at the time the City's municipal trails, including the Beach Trail, were established and developed and is ontrary to the original intent underlying the establishment and development of of the City's municipal trails for passive, non-vehicular recreational fitness uses, and may be detrimental to the safety of electric cyclists and the general public; and WHEREAS, given the number of pedestrians on the City's beaches, municipal trails, and Beach Trail, regulating the operation of motorized bicycles, motorized electric boards, electric bicycles, motorized scooters, or any other motorized devices that California state law permits local agencies to regulate, will promote the safe and efficient use of the City's beaches, municipal trails, and the Beach Trail; and 2-1-22/12B
2-1-22/12B-1
2-1-22/12B-2
2-1-22/12B-3
2-1-22/12B-4
2-1-22/12B-5
1722
12A 12A - 1
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12A 12A - 3
12A 12A - 4
12A 12A - 5
12A 12A - 6
12A 12A - 7
12A 12A - 8
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12A 12A - 10
12A 12A - 11

San Clemente City CouncilFebruary 1, 2022

San Clemente City Council
February 1, 2022