San Dimas City Council
December 12, 2023

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6.2 MOBILITY STRATEGIES
The following mobility recommendations provide direction for future decision-making and development activities in the Specific Plan area.

The strategies were developed from input received from community members, stakeholders, and City staff through community meetings, online engagement, and Community/Technical Advisory Committee meetings.

The strategies are intended to be consistent with existing local and regional plans and initiatives.

Strategy 1: Design a network of complete streets that facilitates safe, comfortable, and accessible connections between destinations for all modes of transportation while maintaining the small-town character of Downtown.
1A. Implement complete streets designs that promote a multimodal network of streets and prioritize safety.
1B. Implement traffic calming treatments near entrances to the Specific Plan Area and within the Town Core.
1C. Enhance crosswalk visibility and introduce safety treatments such as leading pedestrian intervals to provide individuals a head-start when crossing intersections.
1D. Design streetscapes that are attractive, inviting, and comfortable by incorporating sufficient lighting, shade from street trees, landscaping, street furniture, and other amenities.

Strategy 2: Improve connectivity to transit through the provision of highquality bicycle and pedestrian infrastructure, streetscape improvements for all modes, wayfinding signage, and other first/last mile enhancements. 2A. Provide clear pathways to transit through streetscape improvements that improve visibility and access to the A Line Station. 2B. Implement infrastructure improvements that support walking/biking as first/last mile solutions.
2C. Incorporate improvements that support transit operations and facilitate pedestrian circulation.
2D. Implement corridor and intersection enhancements that prioritize safety for multiple modes.
2E. Provide human-scale wayfinding and placemaking signage to enhance direction and sense of place for all modes.
2F. Create safe, comfortable, and accessible transit waiting areas through the provision of amenities, such as shelter, benches, shade structures, and lighting, that are designed to ensure availability for transit riders.

Strategy 3: Design bicycle and pedestrian networks that are connected and prioritize the safety of all users.
3A. Close gaps in bikeway or pedestrian networks, especially to regional pathways and in accordance with local and regional plans. 3B. Design streetscapes that provide a comfortable buffer or sense of separation from vehicular traffic.
3C. Promote walkability in the Town Core and direct vehicle traffic to outer areas according to primary and secondary streetscape connections.

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50’ 200’ 800’
Primary Gateway 1300’
Secondary Gateway
Primary (Focal) Intersection
Secondary Intersection
Primary Streetscape Connection
Secondary Streetscape Connection
Downtown Streetscape
Specific Plan Area Boundary
Gold Line Route
Transit Station Platform
City Hall
OPPORTUNITIES & CONSTRAINTS : LINKAGE OPPORTUNITIES
Iconic Building/Place
Public park
Bridge
Rail Crossing
Bonita Ave
1st St
2nd St
3rd St
Monte Vista Ave
San Dimas Ave
Iglesia St
Walnut Ave
Cataract Ave
Acacia St
Commercial Ave
Eucla Ave
Arrow Hwy
57 Freeway
Figure 6.2-1: Linkage Opportunities Diagram

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Strategy 4: Develop and incorporate parking management strategies that encourage efficient use of parking resources and support initiatives that can reduce parking supply needed.
4A. Implement more accurate and flexible parking standards that reflect the parking demand for the Specific Plan Area.
4B. Support land uses and infrastructure improvements that can reduce the need for parking and promote alternative modes of transportation.
4C. Support infrastructure that promotes a “park once and walk” strategy. 4D. Implement pick-up/drop-off near transit to facilitate shared-ride options and parking policies that encourage travel by other modes.

Strategy 5: Support transit-oriented land use development. 5A. Invest in first/last mile-supportive pedestrian, bicycle, and parking improvements and land use planning efforts.
5B. Support increasing the diversity of land uses in the downtown area and activating common areas.

6.3 STREET NETWORK
This section describes the existing conditions of the street network within the planning area and provides a comprehensive and context-sensitive street improvement plan, including a vision, plan strategy, and sample cross sections. The improvements are intended to transform the existing auto-oriented streetscape into a more sustainable, multimodal design.

This section presents street-by-street roadway strategies, which include multimodal improvements. Guidance for the design and implementation of these multimodal improvements is presented in more detail in the sections that follow. Note that while exact dimensions may vary depending on future conditions and feasibility, typical cross sections are provided to illustrate the vision described for each corridor and provide guidance for future implementation.

Figure 6.3-1 reflects the existing street network and road classifications in Downtown San Dimas.

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Figure 6.3-1: Downtown San Dimas Street Network

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6.3.1 BONITA AVENUE

6.3.1A EXISTING CONDITIONS
Bonita Avenue is classified as an urban minor arterial which also serves as a direct on- and off-ramp for SR 57 northbound at the western boundary of the DTSP area. However, Bonita Avenue changes character on either side of Cataract Avenue and the railway crossing. Bonita Avenue changes from a four-lane street with a center turning median and on-street parking west of Cataract Avenue (0.45 miles in the DTSP area), to a two-lane road with a center turning median and on-street parking east of Cataract Avenue. East of Walnut Avenue (0.30 miles in the DTSP area), Bonita Avenue becomes a four-lane street again. Bonita Avenue is just under 1.25 miles long in the DTSP area spanning from Arrow Highway to near Gaffney Avenue. Bonita Avenue has a posted speed limit of 35 miles per hour west of Cataract Avenue, 25 miles per hour between Cataract Avenue and Walnut Avenue, and 40 miles per hour east of Walnut Avenue. Bonita Avenue has an uncommon bulbous intersection at Cataract Avenue to accommodate the diagonal railway crossing.

Improvements have been made at the Bonita Avenue and San Dimas Avenue intersection and at the Bonita Avenue and Cataract Avenue intersection in preparation of the new Metro A Line Station. Improvements at the Bonita Avenue and San Dimas Avenue intersection include the addition of two right turn lanes, one in the northbound direction and one in the Southbound direction, as well as an upgrade to the traffic signal. The Bonita Avenue and Cataract Avenue intersection has been fully reconstructed, and a new traffic signal has also been installed to replace previously existing stop signs. In addition, a new light rail bridge is being built over this intersection for Metro A Line trains to travel over.

6.3.1B VISION
Bonita Avenue serves as the central corridor running through Downtown San Dimas. This corridor is essential for facilitating multimodal connections, including for vehicles, transit, bikes, and pedestrians. Transit amenities include Foothill Transit Route 492, including seven bus stops within the DTSP area. Bicyclist amenities include a Class IV bikeway west of Cataract Avenue and a Class III bike boulevard within the Town Core. This corridor runs through several zones proposed in the Downtown Area; from west to east, this corridor runs through the Gateway Village West, Town Core, Transit Village, Public/Semi-Public, and Gateway Village East zones.

Given that this corridor runs through such a variety of land uses, this corridor will require multimodal-friendly mobility solutions to fit a variety of traveler needs.

The cross sections represented in the figures that follow reflect the vision for Bonita Avenue within the DTSP area. The vision for the corridor remains to provide safe multimodal connections and maintain the smalltown feel in the core area of the corridor, particularly between Cataract Avenue and Walnut Avenue. Additionally, Figure 6.3.2b reflects a future potential option for the segment of Bonita Avenue between Eucla Avenue and Cataract Avenue. This is envisioned as a future option that extends the small-town character further west, supporting additional traffic calming and helping to encourage west-east vehicle through traffic to utilize Arrow Highway instead of Bonita Avenue. Additionally, the cross section represented in Figure 6.3-4 reflects Bonita Avenue east of Walnut Avenue. The vision for this portion of the corridor remains to provide safe multimodal connections. However, this portion of the corridor is surrounded by primarily residential uses and supports a higher volume of vehicular traffic.

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Table 6.3-1: Bonita Avenue Corridor Improvements
Segment Improvement
Bonita Avenue: Arrow Highway – Cataract
Avenue Class IV Protected Bikeway
Bonita Avenue: Cataract Avenue – Walnut
Avenue Class III Bike Boulevard
Bonita Avenue: Walnut Avenue –
San Dimas Canyon Road Class II Bike Lane
Spot Improvements
• Bike Parking
• Bicycle Friendly Intersection
• Improved Wayfinding
• High Visibility Crosswalk
• Improved Lighting at Bus Stops
• Gateway Treatment

6.3.1C PLAN STRATEGY
The DTSP proposes to continue utilizing Bonita Avenue as the central corridor for mobility through Downtown San Dimas. The plan also proposes that the implementation of the new Metro A Line Light Rail Station will require a new suite of mobility improvements to facilitate a higher volume of multimodal travel and provide enhanced first-last mile connections. Improvements listed below aim to improve connectivity, efficiency, and safety for all roadway users, particularly when connecting to the new station. This will be particularly beneficial within the Transit Village. Additionally, bikeway and pedestrian improvements will provide a seamless integration for active transportation users entering the DTSP Area through Gateway Village West and Gateway Village East.

6.3.1D PROPOSED CROSS SECTIONS
The proposed plan strategies are reflected in the sample cross sections below. The cross section reflects the proposed conditions along Bonita Avenue between Arrow Highway and Cataract Avenue and includes 2-foot gutters and a potential Class IV Bikeway. Definitions for various bike classifications are found in Section 6.6.2. A Class IV bikeway would provide a protected bikeway for bicyclists traveling from outside the DTSP study area into Downtown San Dimas. The proposed Class IV bikeway will transition into a Class III Bike Boulevard as Bonita Avenue approaches the Bonita Avenue/Cataract Avenue intersection due to space constraints imposed by the Light Rail Transit (LRT) bridge at this intersection. Physical separation features of the Class IV bikeway, such as bollards, would be discontinued at driveway locations to maintain vehicle access to businesses along Bonita Avenue.

A future potential option between Eucla Avenue and Cataract Avenue extends the median that is being built at Bonita Avenue and Cataract Avenue and reduces travel lanes to one lane in each direction, aligning with the streetscape east of Cataract Avenue. The median would narrow at Eucla Avenue and Acacia Avenue to provide left turn lanes at these intersections, as is being provided at Cataract Avenue. The change in streetscape as compared to the corridor west of Eucla Avenue would also signal to travelers that they are entering the DTSP area. While this option will be subject to further study for feasibility and approval by the California Public Utilities Commission (CPUC), this provides an opportunity to harmonize the streetscape on either side of the new rail bridge at Cataract by extending the multimodal environment and small-town character of Downtown San Dimas further down Bonita Avenue, especially as new development is planned for the area. To supplement the reduction of Bonita Avenue to one lane in each direction in this segment, adjacent cross streets such as Eucla Avenue and Cataract Avenue may be further improved to accommodate traffic volume.

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Figure 6.3-2a: Class IV Bikeway along Bonita Avenue (Arrow Highway - Cataract Avenue) Figure 6.3-2b: Class IV Bikeway along Bonita Avenue (Eucla Avenue - Cataract Avenue)

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Figure 6.3-3: Class III Bike Boulevard along Bonita Avenue (Cataract Avenue – Walnut Avenue) Figure 6.3-4: Class IV Bikeway along Bonita Avenue (Walnut Avenue – San Dimas Canyon Road) Sharrow: A road marking used to indicate a shared lane environment for bicycles and automobiles (NACTO).

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6.3.2 SAN DIMAS AVENUE

6.3.2A EXISTING CONDITIONS
San Dimas Avenue is an urban minor arterial located in the heart of Downtown where it connects with Bonita Avenue and Arrow Highway. San Dimas Avenue is the gateway north/south corridor into Downtown, with mature oak trees lining San Dimas Avenue from SR 210 to Bonita Avenue.

This corridor connects travelers from SR 210 into the DTSP area. The road is two lanes with a center turn median but features a raised center median at its crossing with the railway heading south. San Dimas Avenue is 0.32 miles long within the DTSP area from First Street to the north and Arrow Highway to the south. Parallel on-street parking is permitted, except for a portion northbound between Arrow Highway and the railway where parking is angled off the roadway and separated by a raised median. The speed limit on San Dimas Avenue is 35 miles per hour.

6.3.2B VISION
San Dimas Avenue serves as a main corridor through the DTSP area, connecting nearby residential areas to Downtown San Dimas. This corridor supports parking for the new Metro A Line Station as well as a Class II bike lane south of the DTSP area. Building upon these connections will further support access to the new Metro A Line Light Rail Station, which will be located just east of the corridor. This will provide enhanced access for bicyclists and pedestrians entering the proposed transit village and for those entering and exiting the proposed town core.

6.3.2C PLAN STRATEGY
Several spot and corridor-wide improvements will be required in order to support the vision proposed for this corridor. Corridor improvements are focused on bicyclist and pedestrian access and safety and include a Class II Bikeway in the northbound direction north of the railroad tracks, which would require additional right-of-way, and a Class II buffered bike lane in the northbound direction between the railroad tracks and Arrow Highway. These improvements aim to improve visibility along the corridor specifically for active transportation users. The effect of these improvements will be enhanced through several spot improvements listed below. These improvements aim to make crossings safer for pedestrians and bicyclists, particularly within the Transit Village to the new Metro A Line Light Rail Station.

Table 6.3-2: San Dimas Avenue Corridor Improvements
Segment Improvement
San Dimas Avenue: Arrow Highway
– northern DTSP boundary
• North of railroad tracks: Class
II bikeway in northbound
direction
• South of railroad tracks: Class
II buffered bikeway
Spot Improvements
• Bicycle Friendly Intersection
• Improved Wayfinding
• High Visibility Crosswalk
• Curb Extensions
• Improved Lighting at Bus Stops
• Gateway Treatment

6.3.2D PROPOSED CROSS SECTIONS
Two proposed cross sections are presented below, reflecting conditions along San Dimas Avenue, including 2-foot gutters in the Northbound direction. The first reflects a proposed bikeway along San Dimas Avenue north of the railroad tracks. Under this recommendation, a Class II bikeway is recommended in the northbound direction, which would require additional right-of-way. A Class II buffered bike lane is recommended in the northbound direction south of the tracks to Arrow Highway where there is additional right of way. Together, these bikeways would provide additional comfort for bicyclists, while recognizing right-of-way constraints. This bikeway would continue the route provided by the Class II bike lane south of Arrow Highway.

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Figure 6.3-5: Class II Bike Lane along Northbound San Dimas Avenue (North of Tracks) Figure 6.3-6: Class II Bike Lane along Northbound San Dimas Avenue (Arrow Highway – Railroad Tracks)

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6.3.3 ARROW HIGHWAY

6.3.3A EXISTING CONDITIONS
Arrow Highway is an arterial that serves as the main east-west connection through the central portion of San Dimas and may serve as a bypass for Bonita Avenue. Within the DTSP area, Arrow Highway is approximately

0.36 miles long spanning from the SR 57 overpass to Eucla Avenue. This portion of Arrow Highway is six lanes with a center median and no onstreet parking. The posted speed limit is 40 miles per hour. Additionally, bicycles travel along this corridor.

6.3.3B VISION
Although on the edge of the DTSP area, this corridor provides a central connection for vehicular travel, particularly from vehicles entering/exiting SR 57 and traveling through the city. Arrow Highway is not completely encompassed by the DTSP area; however, this corridor runs through the proposed Gateway Village West and Transit Village areas.

6.3.3C PLAN STRATEGY
The vision for Arrow Highway can be achieved through improvements focused on improving safety at appropriate key points along the corridor.

Spot improvements can create a safer and more streamlined experience for transit users making first-last mile connections. Spot improvements that can achieve this are listed below.

Spot Improvements
• Improved Wayfinding
• High Visibility Crosswalk
• Gateway Treatment

6.3.4 EUCLA AVENUE

6.3.4A EXISTING CONDITIONS
Eucla Avenue is a north-south two-lane urban connector, which features on-street parking and serves as a collector in the DTSP area from the railway to Arrow Highway. It is the westernmost north-south road in the DTSP area and notably completes a triangle shared with Bonita Avenue and Arrow Highway. Eucla Avenue is 0.29 miles in the DTSP area and has a posted speed limit of 30 miles per hour. During community meetings conducted for the DTSP, community members mentioned that this corridor, along with Acacia, is a common route for bicyclists connecting from or to Bonita Avenue as an alternative to Arrow Highway.

6.3.4B VISION
Eucla Avenue is classified as a Collector street, as it provides a critical connection for travelers between Arrow Highway and Bonita Avenue.

Eucla Avenue is a central corridor in the proposed Gateway Village West.

The vision for this corridor is to implement streamlined multimodal connections to facilitate more efficient access for all roadway users to Arrow Highway and Bonita Avenue.

6.3.4C PLAN STRATEGY
The plan strategy for Eucla Avenue prioritizes access for travelers entering the DTSP area, as it is central to the Gateway Village West. This can be achieved by creating safe crossings for bicyclists and pedestrians at several locations with bicycle friendly intersections and curb extensions.

Additionally, a Class II bike lane along Eucla increases visibility of bicyclists traveling along the corridor and connecting through the downtown area.

This can improve ease of access for travelers visiting the DTSP area or trying to reach the new Metro A Line Light Rail Station.

Table 6.3-3: Eucla Avenue Corridor Improvements
Segment Improvement
Eucla Avenue: Arrow Highway – Bonita Avenue Class II Bike Lane

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Spot Improvements
• Bicycle Friendly Intersection
• High-visibility crosswalk

6.3.4D PROPOSED CROSS SECTIONS
The proposed cross section below reflects the Class II bike lane that is proposed along Eucla Avenue. This proposed bikeway will provide a connection between surrounding residential neighborhoods and Downtown San Dimas.

Figure 6.3-7: Eucla Avenue (Arrow Highway – 5th Street) • Curb Extensions

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6.3.5 ACACIA STREET

6.3.5A EXISTING CONDITIONS
Acacia Street, located between Eucla Avenue and Cataract Avenue, is a collector street which forms a T-intersection with Bonita Avenue at its northern end. The street is 0.13 miles long in the DTSP area and permits speeds at 25 miles per hour. As with Eucla Avenue, community members mentioned that this corridor is a common route for bicyclists connecting from or to Bonita Avenue as an alternative to Arrow Highway.

6.3.5B VISION
Acacia Street provides a connection between Arrow Highway and Bonita Avenue, which are central corridors within the DTSP area. Given this corridor’s location close to Pioneer Park, the vision for this corridor is to enhance traffic calming measures and urban greenery. This proposed land use will also require additional traffic calming elements for people entering and exiting residential spaces.

6.3.5C PLAN STRATEGY
The plan strategy for Acacia Street is to implement a Class III bikeway along the corridor.

It is also focused on facilitating access for pedestrians entering and exiting proposed residential spaces, as well as Pioneer Park. Corridor improvements that can facilitate this vision include implementing additional street trees.

Table 6.3-4: Acacia Street Corridor Improvements
Segment Improvement
Acacia Street: Arrow Highway – Bonita
Avenue Class III Bikeway
Acacia Street: 1st Street – Pioneer Park Street Trees

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6.3.5D PROPOSED CROSS SECTIONS
The proposed cross section below reflects the Class III bikeway that is proposed along Acacia Street. This bikeway will provide a safer bikeway connection between residential neighborhoods, Pioneer Park, and Downtown San Dimas.

Figure 6.3-8: Acacia Street (Arrow Highway – Bonita Ave)

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6.3.6 COMMERCIAL STREET

6.3.6A EXISTING CONDITIONS
Commercial Street is a two-lane east-west residential street located between Cataract Avenue and San Dimas Avenue. The eastern portion of this corridor will connect travelers to the future Metro A Line Station just east of San Dimas Avenue. While this street is not entirely within the DTSP area and only a quarter of a mile long, it provides a key connection from the residential neighborhood surrounding it to the DTSP study area and to Pioneer Park located at the western extent of the corridor.

6.3.6B VISION
Commercial Street is a connecting corridor running through a residential neighborhood and also feeds directly into Pioneer Park on the west. This corridor will also feed directly into the future Metro A Line Station located just across San Dimas Avenue to the east.

Therefore, this corridor could likely receive a higher volume of traffic in the future once the new station opens. Therefore, there is a need to provide safe pedestrian and bicyclist connections along this corridor. This corridor should remain both a neighborhood connection and provide access to the future station for visitors.

6.3.6C PLAN STRATEGY
The plan strategy for Commercial Street includes an improved bikeway connection via a Class III Bikeway along the entire corridor. This will provide a safer connection along this neighborhood corridor between Pioneer Park and the proposed Metro A Line Station.

Table 6.3-5: Commercial Street Corridor Improvements
Segment Improvement
Commercial Street: Cataract Avenue – San
Dimas Avenue Class III bikeway

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6.3.6D PROPOSED CROSS SECTIONS
The proposed cross section below reflects the Class III bikeway that is proposed along Commercial Street. The addition of this bikeway will further improve bicyclist safety and comfort along this primarily residential street. A marked bikeway along this corridor will also be important as this corridor receives more traffic once the new Metro A Line Station near San Dimas Avenue is open.

Figure 6.3-9: Commercial Street (Cataract Avenue – San Dimas Avenue)

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6.3.7 CATARACT AVENUE

6.3.7A EXISTING CONDITIONS
Cataract Avenue is a north-south two-lane urban collector most notably split by the diagonal railway crossing at Bonita Avenue. It is only 0.07 miles long in the DTSP area as the street primarily serves residential uses beyond Bonita Avenue. There is a double yellow line separating the two lanes south of Bonita Avenue, but there is no indication north of Bonita Avenue. The posted speed limit is 25 miles per hour and on-street parking is permitted.

6.3.7B VISION
Cataract Avenue is a connecting corridor running through Downtown San Dimas. This corridor provides access for bicyclists via a Class II bike lane south of Arrow Highway.

There is opportunity to build upon the existing bikeway and implement additional improvements to make this corridor safer for bicyclists. Cataract Avenue runs through several proposed land uses, including the Town Core, Gateway Village West, and Public/ Semi-Public space. The variety of land uses along this corridor indicates that there is a need to support the needs of a variety of travelers, particularly pedestrians.

6.3.7C PLAN STRATEGY
The plan strategy for Cataract Avenue includes a Class III Bikeway between Bonita Avenue and Arrow Highway. In addition to these corridor-wide improvements, the plan strategy provides safer crossings for pedestrians within the Town Core and Gateway Village West. Proposed spot improvements include high visibility crosswalks.

Table 6.3-6: Cataract Avenue Corridor Improvements
Segment Improvement
Cataract Avenue: Arrow Highway – Bonita
Avenue Class III bikeway
Spot Improvements
• High Visibility Crosswalks

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6.3.7D PROPOSED CROSS SECTIONS
The proposed plan strategies are reflected in the sample cross section below along two segments of Cataract Avenue. The first cross section reflects Cataract Avenue between Bonita Avenue and Arrow Highway and includes a Class III bikeway. This will provide a safer connection for bicyclists as they reach the next segment of this corridor, from Arrow Highway westward away from the DTSP study area.

Figure 6.3-10: Cataract Avenue (Bonita Avenue – Arrow Highway)

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6.3.8 MONTE VISTA AVENUE

6.3.8A EXISTING CONDITIONS
Monte Vista Avenue, only 0.11 miles in the DTSP area, is a north-south two-lane local street in the more walkable area of the Bonita Avenue corridor. It features four bulb-outs at the corners at the intersection with Bonita Avenue. On-street parking is permitted, and similar to Cataract Avenue, a double-yellow line is only present south of Bonita Avenue to the rail right-of-way. The speed limit is 25 miles per hour in this section. While Monte Vista Avenue is permanently closed to vehicles where the corridor intersects with the rail corridor to accommodate the travel of A Line trains over the new light rail bridge, north-south pedestrian access is provided via a pedestrian underpass and connects to Railway Street on its southern boundary with the DTSP area.

6.3.8B VISION
Although Monte Vista Avenue primarily provides access to vehicular traffic, Monte Vista Avenue will be a central access point for travelers visiting and exiting the new Metro A Line Light Rail Station. There are currently no marked bikeways, or transit routes operating along this corridor. However, given that this corridor provides access to the existing San Dimas Park & Ride facility via Railway Street that will provide parking for the Metro A Line station, it would benefit from enhanced pedestrian and bicycle infrastructure.

6.3.8C PLAN STRATEGY
The plan strategy for Monte Vista Avenue includes a Class III Bike Boulevard to provide a connection from the residential areas located north and south of the DTSP study area.

More specifically, this Class III Bikeway will provide a safer connection for bicyclists to the other proposed bikeways located in the DSTP. Other spot improvements that will improve safety conditions for active transportation users include improved wayfinding and curb extensions. These improvements will both make safer crossings for pedestrians and help orient them as they enter the Downtown area.

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Spot Improvements
• Improved Wayfinding
• Curb Extensions

6.3.8D PROPOSED CROSS SECTIONS
The proposed cross section below reflects the corridor improvements listed in the plan strategy for Monte Vista Avenue. Improvements include a Class III bikeway to provide bicyclists with added comfort when traveling along this primarily residential street into and through the DTSP study area.

Figure 6.3-11: Monte Vista Avenue (1st Street – Bonita Avenue) Table 6.3-7: Monte Vista Avenue Corridor Improvements
Segment Improvement
Monte Vista Avenue: 3rd
Street – Bonita Avenue Class III Bike Boulevard
Monte Vista Avenue: Railway
– Commercial Street Class III Bike Boulevard

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Figure 6.3-12: Monte Vista Avenue (Railway – Commercial Street)

6.3.9 IGLESIA STREET/FIRST STREET

6.3.9A EXISTING CONDITIONS
Iglesia Street and 1st Street are local two-lane streets that serve public facilities such as San Dimas City Hall, the Senior Center, and the San Dimas County Library. Iglesia Street forms a T-intersection with Bonita Avenue at its southern end and intersects with 1st Street to the north. Both streets are about 300 feet long in the DTSP area, have speed limits of 25 miles per hour, and feature on-street parking.

6.3.9B VISION
This corridor primarily facilitates access for vehicles entering and exiting residential land uses located north of the DTSP area. Currently, there are no dedicated bikeways and gaps in the pedestrian network in some locations.

This corridor runs through several proposed land uses, including the Town Core, Public/Semi-Public Space, and the Transit Village. Given these proposed land uses, this corridor has the opportunity to become a more multimodal friendly corridor with the implementation of traffic calming and bicycle friendly treatments.

6.3.9C PLAN STRATEGY
The plan strategy for Iglesia Street/First Street aims to improve safety for more vulnerable roadway users, including bicyclists. Corridor-wide improvements that aim to achieve this include a Class III Bike Boulevard and traffic calming elements. These improvements will be further supported by spot improvements including curb extensions that will improve pedestrian crossing safety.

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Table 6.3-8: Iglesia Street Corridor Improvements
Segment Improvement
Iglesia Street: 3rd Street – Bonita
Avenue Class III Bike Boulevard

6.3.9D PROPOSED CROSS SECTIONS
The proposed cross section below reflects a recommended Class III bikeway along Iglesia Street/First Street. The addition of this bikeway will improve bicyclist visibility to drivers along this primarily residential street as bicyclists travel into and away from the DTSP study area.

Figure 6.3-13: Iglesia Street/First Street (1st Street – Bonita Avenue)

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6.3.10 WALNUT AVENUE

6.3.10A EXISTING CONDITIONS
Walnut Avenue is a north-south urban collector located in the eastern portion of Downtown. The portion in the DTSP area is 0.31 miles long from San Dimas City Hall to Arrow Highway. Walnut Avenue is a two-lane road divided by double yellow lines and features on-street parking only south of the Fire Station. Walnut Avenue is a designated bike route and has speed limits set at 30 miles per hour.

6.3.10B. VISION
Walnut Avenue is heavily used by vehicles traveling through the DTSP area. However, this corridor also provides access for bicyclists via a Class III bikeway. There is opportunity to build upon these existing conditions and streamline bicyclist and pedestrian access and safety conditions. This will become increasingly important with the implementation of the future Metro A Line Light Rail Station. Walnut Avenue will run through the proposed Gateway Village East, Transit Village, and Public/Semi-Public space.

6.3.10C. PLAN STRATEGY
Given that Walnut Avenue will provide a central connection for travelers to and from the future Metro A Line Light Rail Station, the plan strategy will improve connections for active transportation users. A Class III Bike Boulevard is proposed along Walnut Avenue to connect travelers moving from the nearby residential land uses into more dense land uses. Additionally, pedestrian scale light improvements and street trees also aim to blend the transition between residential and downtown land uses.

Spot improvements proposed to improve access for multimodal users along Walnut Avenue include bicycle friendly intersections, additional bicycle parking, and high visibility crosswalks. In addition, improvements that will streamline first/last mile connections for travelers include improved wayfinding, and gateway treatments.

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Table 6.3-9: Walnut Avenue Corridor Improvements
Segment Improvement
Walnut Avenue: Arrow Highway –
Bonita Avenue Class III Bike Boulevard
Walnut Avenue: Corridor Wide Pedestrian Scale Lighting
Walnut Avenue: Corridor Wide Street Trees
Spot Improvements
• Bike Parking
• Bicycle Friendly Intersection
• Improved Wayfinding
• High Visibility Crosswalk
• Improved Lighting at Bus Stops
• Gateway Treatment
Figure 6.3-14: Walnut Avenue (Bonita Avenue – Arrow Highway)

6.3.10D. PROPOSED CROSS SECTIONS
The proposed cross section below reflects the proposed corridor-wide plan strategies, including a Class III Bike Boulevard, additional pedestrian scale lighting, 2-foot gutters and street trees.

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6.4 TRANSIT CIRCULATION
Transit service in San Dimas and the Downtown area is primarily operated by Foothill Transit. While there currently is no service, Los Angeles County Metropolitan Transportation Authority (Metro) is planning to extend Metro Rail service through San Dimas through the A Line.

6.4.1 FOOTHILL TRANSIT
Foothill Transit provides fixed-route bus service and paratransit service to eastern Los Angeles County and portions of San Bernardino County and Orange County. Foothill Transit operates 39 bus lines in 22 cities, mainly within the San Gabriel Valley.

Existing Routes & Stops
There are two Foothill Transit Routes that operate within Downtown San Dimas. The first is Line 492: Montclair – Arcadia – El Monte via Arrow Highway. This route enters Downtown via Arrow Highway, turns on Bonita Avenue, and continues throughout the DTSP area beyond San Dimas towards La Verne. The route operates 7 days a week from 4:53 AM to 10:32 PM on weekdays and 6:33 AM to 9:58 PM on weekends at the Bonita Avenue/San Dimas Avenue stop specifically. There are 40 westbound weekday buses and 35 eastbound weekday buses with approximately 20 to 30-minute headways. There are 28 weekend buses in each direction with approximate 30 to 40-minute headways. Route 492 has stops on either side of the street in Downtown San Dimas. Bus stop locations for Route 492 are listed below:
• Bonita Avenue adjacent to Arrow Highway (westbound only) • Bonita Avenue adjacent to Eucla Avenue
• Bonita Avenue adjacent to Cataract Avenue
• Bonita Avenue adjacent to San Dimas Avenue
• Bonita Avenue adjacent to Walnut Avenue

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Route Stop Boarding Alighting
492 West 850-Bonita Ave/Arrow Hwy 759 620
492 West 866-Bonita Ave/Eucla Ave 937 730
492 East 865-Bonita Ave/Eucla Ave 1,105 1,787
492 West 860-Bonita Ave/Cataract Ave 70 101
492 East 859-Bonita Ave/Cataract Ave 4 11
492 West 876-Bonita Ave/San Dimas Ave 1,108 1,049
492 East 875-Bonita Ave/San Dimas Ave 1,462 2,075
492 West 883-Bonita Ave/Walnut Ave 939 1,160
492 East 882-Bonita Ave/Walnut Ave 926 833
Table 6.4-1: Existing Foothill Transit Ridership in Downtown San Dimas Figure 6.4-1 on opposite page reflects the existing network and future Metro A Line extension, as well as proposed improvements to existing Foothill Transit bus stops in the DTSP study area to further enhance passenger waiting areas. Improvements include improved lighting at bus stops.

Ridership at each stop in the study area between July 1, 2021 and October 31, 2021 is provided below in Table 1 below. Within the study area, Route 492 experiences the highest ridership at Bonita Avenue and San Dimas Avenue, and the lowest at Bonita Avenue and Cataract Avenue.

It should be noted that the Foothill Transit FY2022 Business Plan indicates that ridership in 2021 dropped by 44 percent of pre-pandemic levels systemwide. However, it should also be noted that this overall decrease in ridership is consistent with the decrease in ridership experienced by transit agencies nationally as a result of the COVID-19 pandemic and stay-at-home orders.

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Figure 6.4-1: Proposed Transit Improvements

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6.4.2 METRO A LINE
The Metro Rail A Line currently links East Los Angeles to Union Station before heading northeast into the San Gabriel Valley ending at the Azusa Pacific University and Citrus College Station in Azusa. Metro is planning to extend A Line service from Azusa east through Glendora, San Dimas, La Verne, Pomona, Claremont, and Montclair with the addition of six new stations. The San Dimas station, which is second in line eastbound among the newly proposed stations, would be located just east of San Dimas Avenue utilizing the existing railway right-of-way between Bonita Avenue and Arrow Highway.

The figure on the left shows the A Line Extension alignment in San Dimas.

Construction is underway to complete the Metro A Line Extension. As part of the construction, a new bridge is under construction at the time of this draft at the Bonita Avenue and Cataract Avenue intersection to minimize vehicular and rail traffic and conflicts. Other construction includes reconstructing the existing intersection at Bonita Avenue and Cataract Avenue, realigning the street at-grade, and installing a new signalized intersection. The existing freight railway will remain at grade. Due to the right of way and clearance required to construct the bridge, a new pedestrian underpass will be constructed at Monte Vista Avenue with other active transportation improvements.

Station construction began in 2022. San Dimas Station will be a center platform station with an associated parking lot at the former Park and Ride Lot, located west of San Dimas Avenue, north of Commercial Street, and complete with walking, bicycling, bus and drop-off infrastructure and amenities. Once completed, the rail corridor will feature three tracks, two of which will be utilized by the Metro A Line, and the third being the existing freight rail. There will also be safety enhancements including raised medians, on-street parking and loading restrictions on existing streets, turn restrictions, and new fencing and walls throughout the rail corridor.

Figure 6.4-2: Rendering of the Bonita Street Bridge
Source: Metro A Line Foothill Extension Construction Authority.

Figure 6.4-3: Rendering of the New San Dimas Downtown
Station
Source: Metro A Line Foothill Extension Construction Authority

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6.5 PEDESTRIAN CIRCULATION
This section discusses the existing pedestrian network, including the sidewalk hierarchy, and presents recommendations for pedestrian crossings and amenities. These improvements will enhance connectivity and safety throughout the pedestrian network and first/last mile connectivity between transit stops and key destinations in Downtown San Dimas.

6.5.1 PEDESTRIAN NETWORK/SIDEWALK HIERARCHY
The pedestrian network in San Dimas is primarily composed of recreational trails and sidewalks. The City recognizes that there is both a need and demand for an improved pedestrian network. New infrastructure can also connect with existing trails to better connect commuters to key travel demand locations and nearby cities.

Table 6.5-1 provides data on existing sidewalk widths in the Downtown Specific Plan Area.

Street Side of Street Width
Arrow Highway
East 6 feet
West 6 feet
Bonita Avenue
(Cataract Avenue –
San Dimas Avenue)
North 16-24 feet
South 16-32 feet
Bonita Avenue (Walnut
Avenue – Iglesia Ave)
North 11 feet
South 8 feet
San Dimas Avenue
(South of Bonita
Avenue)
East N/A
West 8-10 feet
Table 6.5-1: Downtown San Dimas Existing Sidewalk Widths

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6.5.2 PEDESTRIAN CROSSINGS
The City of San Dimas has also noted some areas for improvement that will enhance pedestrian safety in previous studies. Improvements discussed include implementing crosswalks on San Dimas Avenue north of Bonita Avenue and providing signalized crosswalks along Bonita Avenue to improve pedestrian visibility. Additional improvements that have recently been installed include a crosswalk between the future Metro A Line Station and the Park and Ride lot, and closing the sidewalk gap on the north side of Bonita Avenue at the railroad crossing.

6.5.3 PEDESTRIAN AMENITIES
A safe and connected pedestrian network plays a critical role in creating vibrant public spaces that encourage social activity and foster a sense of community. The pedestrian network should include more than sidewalks and incorporate amenities that improve comfort, offer stimulation, and promote activity. These amenities may include:
• Street trees – Street trees serve a variety of urban design functions such as acting as a pedestrian buffer, accentuating spaces, creating a sense of enclosure, providing shade and filtered light, and improving visual aesthetics along a corridor. Street trees should be incorporated whenever possible, especially along pathway arterials. All street trees should be planted in accordance with established City of San Dimas planting standards. • Seating and Shelter – Seating and shelter provide reprieve for pedestrians and provide a place to rest or wait. Providing comfortable places to sit can transform a sidewalk into a gathering place for social activity. Pedestrian seating and benches should be installed when feasible, should adhere to ADA standards, and should not obstruct pedestrian pathways.

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• Streetlights – Street lights provide a sense of safety and security for pedestrians and waiting transit patrons, as well as facilitate the safe movement of vehicular traffic.

Appropriate levels of street lighting should be installed to provide safe, consistent lighting along a corridor, while reducing energy consumption and costs. • Public Art – Public art features help provide visual stimulation and improve visual aesthetics along a corridor. They can help unify an area or district or help to identify a neighborhood gateway. Care should be given to the installation of public art to ensure that installations do not obstruct pedestrian pathways and adhere to ADA standards.

These images reflect the recommended pedestrian amenities and are intended to illustrate the functionality of these amenities. Implementation of these amenities should be guided by this Specific Plan’s Design Standards and Guidelines in Chapter 5.

Figure 6.5-1 illustrates specific locations of pedestrian improvements recommended as priority for the Downtown Specific Plan area.

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Figure 6.5-1: Proposed Pedestrian Improvements

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6.6 BICYCLE CIRCULATION
This section provides an overview of the existing bicycle network, bicycle facility types, and bicycle friendly intersection treatments. The recommendations posed in this section will fill in gaps in the bicyclist network and also provide critical first/last mile connections between transit stations and key destinations. Additionally, bikeway improvements recommended in this section are reflected in the cross sections found in Section 3.

Bicycle Network.

6.6.1 BICYCLE NETWORK
While the bicycle network is limited in San Dimas, approximately 13 miles of bikeways exist along roadways citywide. Class III bike routes currently exist along several corridors in Downtown, including along Bonita Avenue, Arrow Highway, San Dimas Avenue, Cataract Avenue, and Walnut Avenue.

The City recognizes that the bikeway system could also be expanded to serve a greater extent of the City and provide connections to existing links along Via Verde Drive and at Frank G. Bonelli Regional Park. In addition, there is opportunity to connect bikeways with the equestrian and recreational trails that exist in San Dimas.

It should also be noted that the planned Metro A Line extension will be a significant attractor to regional traffic. With the extension will come travelers needing to make first/ last mile connections, or travelers trying to connect to bikeways either in San Dimas or in a neighboring city. This provides an opportunity for San Dimas to prepare for this sudden onset of bicyclist traffic and prepare a safe, efficient, and connected bikeway network.

As such, the City is currently engaging in efforts to study the feasibility of east-west multimodal routes as an alternative to Arrow Highway, as well as a study for potential bicycle and pedestrian improvements along San Dimas Avenue. With this in mind, Figure

6.6-1 presents the existing bike network, as well as proposed corridor and intersection improvements as a part of the DTSP.

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Figure 6.6-1: Proposed Bike Improvements

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6.6.2 BICYCLE FACILITY TYPES
Existing bikeway infrastructure contributes to the accessibility of residents and travelers to bike to their destinations. This section discusses the existing and proposed bikeway network in Downtown San Dimas. There are four Classes of bikeways discussed in this section:
• Class I (Multi-Use Path) – Provides a completely separate right of way bike facility for the exclusive use of bicyclists and pedestrians. • Class II (Bike Lane or Buffered Bike Lane) – Provides a striped bike lane for one-way bike travel on a street or highway. Buffered bike lanes provide an additional painted buffer between the bike lane and vehicle traffic. • Class III (Bike Route or Bike Boulevard) – Provides a signed, shared roadway that allows for shared use between bicyclists and pedestrians or motorists.

Typically, bike routes are placed on lower volume roadways. Bike boulevards are bike routes with additional traffic calming elements intended to prioritize bicycle safety.
• Class IV (Protected/Separated Bikeway or Cycle Track) – A bikeway that is vertically physically separated from vehicle traffic. Protection and separation from traffic can be provided through grade separation, flexible posts, inflexible barriers, or on street parking.

Class I (Multi-Use Path) Class II (Bike Lane)
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6.6.3 BICYCLE FRIENDLY INTERSECTION TREATMENTS
Bicycle friendly intersections provide an added layer of protection for bicyclists and improve bicyclist visibility to motorists at intersections.

Bicycle friendly intersections are particularly beneficial at intersections on corridors with a high volume of traffic and on corridors with high vehicular speeds. Treatments that would provide the greatest safety benefits at bicycle friendly intersections within the DTSP study area include bike boxes, two-stage left turn lanes, and green transition lanes. Descriptions of these treatments are provided below:
• Bike Boxes – Bike boxes are designated areas at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase. • Two-Stage Left Turn Lanes – Two stage left turn lanes offer bicyclists a safe way to make left turns at multi-lane signalized intersections from a right-side cycle track or bike lane, or right turns from a left side cycle track or bike lane. Bicyclists have a safe place to stop outside the flow of traffic while waiting for the traffic light on the cross street to turn green. • Green Transition Lanes – Green transition lanes provide a clear demarcation of the bicyclist through movements across an intersection.

This treatment provides improved visibility for bicyclists, leads to more predictable bicyclist and motorist travel movements, and alerts motorists to expect and yield to merging bicycle traffic. 1 “Urban Bikeway Design Guide”. National Association of City Transportation Officials (NACTO). 2014.

Bike Boxes
Two-Stage Left Turn Lanes
Green Transition Lanes

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6.7 SIGNAGE AND WAYFINDING
Signage and wayfinding provide critical information for bicyclists, pedestrians, motorists and transit riders, particularly when making first-last mile connections. Additionally, signage and wayfinding can be particularly helpful near major transit hubs and in Downtown areas, where travelers who are unfamiliar with the area may be visiting.

Transit stops including the existing Foothill Transit bus stops along Bonita Avenue and the planned Metro A Line stop located just east of San Dimas Avenue. Signage can also be placed along Bonita Avenue to direct visitors to these transit stations, bike and pedestrian connections, mobility amenities, and other key destinations in Downtown San Dimas, in addition to the station identification and parking signs that are being installed with the construction of the A Line.

6.7.1 GATEWAY VILLAGES
The City of San Dimas Housing Element identified several sites within the DTSP study area that are reflected in the DTSP’s Downtown Land Use Plan. These zones have been identified to support the development of higher density multi-family housing, affordable housing, and mixed-use development. Zones include Gateway Village West, Gateway Village East, Town Core, Transit Village, and Public/Semi-Public. It should also be highlighted that there are several Housing Element Opportunity Sites located within the DTSP boundary. These sites are primarily located in Gateway Village West, Gateway Village East, Town Core, and Transit Village. These zones and Opportunity Sites are highlighted in Figure 6.7-1. Additional information is provided in Chapter 3 of this document.

An effective network of wayfinding signage will be particularly important within the Gateway Villages, Town Core, and Transit Village zones identified in the Downtown Land Use Plan. Wayfinding signage can be used in these areas to direct visitors to Bonita Avenue within the Town Core, direct multimodal travelers to Foothill Transit stops within the Transit Village, and to the future Metro A Line station along San Dimas Avenue.

Wayfinding signage implemented within these zones should be accessible to multimodal users, particularly for bicyclists and pedestrians.

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6.7.2 GATEWAY TREATMENTS
Gateway treatments represent the entry into a destination or downtown for drivers and multimodal travelers. These signs can serve as a meeting place, can integrate archways, public art, or additional wayfinding directions. Gateway treatments in the DTSP area should maintain the historic Downtown San Dimas character, while marking the entry into the DTSP area at key points such as Arrow Highway and Bonita Avenue.

Gateway treatments can also include traffic calming elements including curb extensions, pedestrian refuge islands, or raised crosswalks. The images below represent examples of gateway treatments marking the entrance to Downtown areas.

City of Campbell Gateway Sign
Source: City of Campbell
City of Temecula Gateway Sign
Source: Visit California

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6.8 PARKING
This section describes off-street and on-street parking supply within the DTSP study area. The area is comprised of a combination of on-street and off-street parking facilities. Off-street parking facilities consist of either municipal parking, unrestricted or nominally restricted parking, the San Dimas Park & Ride lot, and private/ restricted parking.

6.8.1 EXISTING PARKING SUPPLY

6.8.1A OFF-STREET PARKING
The City of San Dimas operates a Municipal Parking District consisting of several free public lots in the Downtown area. These public lots are funded by assessments on properties on either side of Bonita Avenue. They are generally located between Monte Vista Avenue and Iglesia Street. Figure 23 shows off-street municipal, Metro A Line Station, and non-municipal unrestricted parking locations in the DTSP area.

There are eight (8) unique municipal parking locations and one (1) unrestricted non-municipal parking locations within the DTSP study area.

There are approximately 457 municipal parking spaces among the eight municipal parking locations, and another 12 spaces within the single unrestricted private parking lot. The one unrestricted non-municipal lot, located on the southwest corner of Bonita Avenue and Monte Vista Avenue adjacent to Rhoads Park, is leased to the Pacific Railroad Society.

The San Dimas Park & Ride is being converted to the A Line San Dimas Station parking facility. The parking facility is found in the center of Downtown San Dimas between Monte Vista Avenue and San Dimas Avenue, north of Railway Street. The park & ride under conversion accommodated approximately 175 vehicles, where seven (7) are ADA accessible and three (3) are electric vehicle charging stations. The new parking facility under construction is projected to provide approximately 114 additional parking spaces, for a total of approximately 289 spaces. The new parking facility is proposed to be complete with a kiss & ride dropoff area, enhanced lighting and safety features, parking and fare payment control features (payment kiosk and license plate readers), bicycle parking, new landscaping, and new pedestrian pathways to the station platform.

Based on previous analysis and aerial inventory, an approximate number of spaces in each lot is as follows, categorized by off-street parking type. This table does not include off-street parking restricted for customer use only.

In total there are 746 parking spaces between municipal, unrestricted nonmunicipal, and proposed A Line Station off-street lots.

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Figure 6.8-1: Off-Street Parking Inventory

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Table 6.8-1: Off-Street Parking Inventory
Lot Location Number of Spaces
Municipal Parking 457
Frontier Village Shopping Center 133
Exchange Place 111
Southwest of First Street/ Monte Vista Avenue 8
Southwest of First Street/ Iglesia Street 56
Northwest of Bonita Avenue/ Iglesia Street 12
Civic Center 70
Civic Center Park/ County Library 56
Pioneer Park 11
Metro A Line San Dimas Station 289 (proposed)
Unrestricted Non-Municipal Parking 12
Pacific Railroad Society 12
Total Spaces 758
There are also private lots accessible to retail customers throughout Downtown, the largest being the surface lots at Foothill Village anchored by Lowe’s Home Improvement, at Chaparral Lanes, and at the complex anchored by Albertsons and CVS south of Bonita Avenue and east of San Dimas Avenue. Other private lots are dedicated to residential complexes throughout the DTSP area.

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Street Direction
Approximate
Number
of Spaces
Notes
Bonita Avenue
EB 82 65 spaces E of Cataract Avenue
WB 86 71 spaces E of Cataract Avenue
1st Street
E 30 26 spaces E of Monte Vista Avenue
W 52 43 spaces E of Monte Vista Avenue
Arrow Highway
E 0 No Parking
W 0 No Parking
Eucla Avenue
NB 31
SB 23
Acacia Street
N 32
S 27
Cataract
Avenue
N 13
S 16
Monte Vista
Avenue
N 17
S 17
Exchange Place
N 6
S 0 One-way
San Dimas
Avenue
N 0 No Parking
S 8
Iglesia Street
N 6
S 8
Walnut Avenue
N 17 10 spaces N of Bonita Avenue
S 21 11 spaces N of Bonita Avenue
Total DTSP 492
Table 6.8-2: Parallel On-Street Parking Spaces 6.8.1B ON-STREET PARKING In addition to the off-street municipal, Park & Ride, and unrestricted parking lots, there are several on-street
parking locations throughout the DTSP area. Streets that accommodate parallel on-street parking include Bonita
Avenue, San Dimas Avenue, Monte Vista Avenue, and
other streets further from the center of Downtown. There are approximately 492 parallel parking spaces in the DTSP study area, though a significant number of spaces are
anticipated to be removed with the addition of driveways for development and/or the addition of Class IV Bikeways.

Parking spaces are approximate, as there are just a few individual parking space indicators in Downtown. For the approximate count, one (1) parking space is noted for curb space about 25 consecutive feet in length. Table 6.8-2 details the approximate count on all available on-street parallel parking spaces in the DTSP area, categorized by traffic direction.

While parallel on-street parking is most common, corridors that have public perpendicular or angled on-street parking include First Street just west of San Dimas Avenue (19
spaces), and on San Dimas Avenue north of Arrow Highway in the northbound direction only (25 spaces). The total number of public perpendicular or angled on-street parking spaces is

44. There is private angled parking within the DTSP area, on both sides of E Commercial Street east of San Dimas Avenue (17 spaces).

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6.8.2 PARKING RATIOS AND STRATEGIES
Minimum required parking ratios for the plan area are provided for in Chapter 4 of this document, and are based upon land use classifications in the specific plan area. As on-street parking is likely to be impacted by increased demand and infrastructure changes such as the addition of driveways for developments and/or the addition of Class IV bikeways, Table

6.8-3 provides some alternative strategies that the City may choose to consider further in the future to address parking in the downtown area.

Modifications to
Parking Requirements Strategy Concept
Decreased Parking
Requirements
Decrease minimum parking ratios Implement minimum parking requirement reductions for non-residential uses Blended rates Allow all non-residential uses within a defined area to utilize the same parking ratio rate, regardless of use
In-lieu parking fees
Allows new proposed uses to pay a fee in place of providing all or a portion of the minimum parking required. Revenues from this program would be used for TDM measures or new public parking facilities.

Parking reductions for
transportation demand
management (TDM) measures
Allow for the reduction of parking requirements if TDM measures are implemented, as TDM measures help reduce the number of vehicle trips
Shared parking Permit mixed-use developments to share parking facilities between compatible land use patterns
Change of Use Change of Use Parking Standards Allow businesses to participate in adaptive reuse of existing buildings with limited parking spaces by forgoing minimum parking requirements
Off Site Parking Option to provide parking off-site Allows for the provision of parking off-site but located within 1,500 of the parcel Table 6.8-3: Parking Strategies

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INFRASTRUCTURE

7.1 Introduction.......................................................................152

7.2 Water Service ....................................................................152

7.3 Sanitary Sewer Service......................................................158

7.4 Storm Drainage..................................................................163

7.5 Electrical Services..............................................................166

7.6 Natural Gas........................................................................166

7.7 Telecommunications and Cable ........................................166

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7.1 INTRODUCTION
The infrastructure discussion provides an overview of existing and future conditions for water, sewer, and storm systems serving the San Dimas Downtown Specific Plan (DTSP) Area. The DTSP area is serviced by Golden State Water Company, California Department of Transportation, Los Angeles County Department of Public Works (LACDPW), the Los Angeles County Sanitation District (LACSD), Southern California Gas Company, Spectrum, and Frontier. Information was gathered and compiled to generate utility maps and an analysis of the DTSP area. This section identifies the current conditions of these infrastructure systems, along with recommended upgrades to accommodate potential new development.

7.2 WATER SERVICE

7.2.1 WATER SERVICES EXISTING CONDITIONS
The DTSP area is supplied with potable water from Golden State Water Company’s San Dimas District and is controlled by two storage reservoirs located on the south side of Gladstone Street, east of Amelia Avenue.

These reservoirs are located less than 1,500 feet from the northern boundary of the DTSP area. Reservoir capacity can be expanded by increasing the volume of storage and flow rates can be expanded by increasing the pump sizes.

Due to the complex connectivity of the DTSP area water lines, minimal headloss is identified in the existing system’s variable demands. The main streets serviced by the distribution network are connected through 8” to 12” pipes. The majority of the DTSP area is within the Wayhill Zone of the San Dimas service area, which spans from southwest to northeast. With lower elevation zones in the southwest, the pressure in this area ranges from 85 to 95 PSI. The higher elevation is located in the northeast portion which experiences normal pressures of 50-60 PSI. A small portion of the DTSP area is located in the Eaglecliff zone – Bonita Avenue East from Walnut Avenue. The pressures in this area are between 110-125 PSI based on elevations.

Distribution mains that connect the neighborhoods are comprised of 4” and 6” pipes. The existing pipe sizes are adequately sized to provide flow to the DTSP area. A Holiday Inn Express, Best Western Hotel & Suites, Red Roof Inn, Motel 6, and Extended Stay America are the estimated existing high demand locations in the DTSP area. The water line sizes in the area are adequate to provide the hotels with adequate flow without creating pressure loss in the system. The DTSP area is adequately serviced with fire hydrants. The 10” and 12” main network, with their proximity to the reservoir, adequately allows necessary flow rates without losing pressure in the system.

The majority of the distribution network is steel or asbestos-cement pipe (AC pipe). Some ductile iron pipe and PVC pipe are present in the area including a 24” main on Arrow Highway which helps distribute the large flow coming from the reservoirs. Conditions of the pipes are unknown, but they are assumed to be in good condition. Figure 7.2-1 illustrates the water system servicing the DTSP area by pipe size and Figure 7.2-2 illustrates the water system servicing the DTSP area by pipe material.

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Figure 7.2-1 Water System Map – Pipe Size

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Figure 7.2-2 Water System Map – Pipe Material

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7.2.2 WATER SERVICES FUTURE CONDITIONS
The San Dimas DTSP provides land use estimates for a 2045 buildout.

These changes to the existing land use include a relatively large increase of residential households in the east and west regions of the DTSP area.

Water demand estimates for these areas and the rest of the DTSP were calculated using the assumptions below:
• 300 gallons per day (GPD) per household
• 200 GPD per 1,000 square feet for commercial space
• 500 GPD per 1,000 square feet for industrial space
• 35 GPD per employee for institutions
• 2.5 Peak Factor
Using these water demand assumptions, the total water flow into the DTSP area would increase from an average of 0.63 million gallons per day (MGD) with the existing land use, to 1.38 MGD with the 2045 buildout land use.

Additionally, the proposed land use changes would generate a peak flow increase from 1.58 MGD to 3.45 MGD, which is equal to an increase of peaks from 1,100 gallons per minute (gpm) to 2,400 gpm of instantaneous flow to the DTSP area.

The plan for the downtown area includes six districts: Gateway Village West, Gateway Village East, Transit Village, Town Core, Public/Semi-Public, and Open Space. Each area was then broken down by acreage further for each zoning type: Residential, Commercial, Office, Industrial, and Institutional. The Table below displays the water demands and flows for each district determined by the assumptions listed above and the total proposed buildout of the DTSP.

District
Land Use Estimates Water
Demand
(GPD)
Peak
Flow
(gpm) Type Area (ac)
Gateway
Village
West
Residential 48.8
Commercial 27.9 772,402 1,341
Office 8.3
Gateway
Village
East
Residential 15
195,218 339
Commercial 2.7
Office 3.7
Institutional 3.7
Transit
Village
Residential 19.7
315,322 547
Commercial 9.8
Office 5.9
Institutional 3.9
Town Core
Residential 4.5
Commercial 10.7 92,846 161
Office 2.7
Public/Semi-Public 29.0 14,775 26
Open Space 7.3 -- --
Table 7.2-1 Water Demand and Peak Flow by District

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Holistically, the DTSP area has adequate distribution piping to serve the full 2045 buildout. Each zone has access to 6”, 8”, 10” and/or 12” water lines, which will serve the future demand without exceeding the headloss requirement. The DTSP area is also bordered to the south by 14”, 20”, and 24” mains, which allow for service lines to be upsized if necessary.

Outlined in Figure 7.2-3, an area of concern is the Gateway Village - West district.

The peak instantaneous flow requires at least a 10” pipe to maintain the headloss requirement. While the district has 10” and 12” lines to serve the demand, there are stretches of 6” and 8” lines that would restrict the amount of flow to any new development. Similarly, the areas serviced South of Bonita Avenue and East of San Dimas Avenue do not have high interconnectivity and are serviced by smaller waterlines.

If the areas are to be developed, the City will need to be mindful when connecting new services to the lines in this district. The City could either elect to upsize existing waterlines in these areas or increase interconnectivity by adding more lines and reducing overall headloss.

This analysis is based off an assumption of flows into the districts of the DTSP area that are independent of factors in the surrounding area. Golden State Water Company will have to perform a holistic analysis to confirm and address these observations and concerns.

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Figure 7.2-3 Water System Map – Areas of Concern

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7.3 SANITARY SEWER SERVICE

7.3.1 SANITARY SEWER SERVICES EXISTING CONDITIONS
Two sanitary systems exist within the DTSP area: local collection lines and trunk sewers. The local collection lines are a series of 8”, 10”, and 12” gravity mains with 4” and 6” laterals connecting to existing houses and buildings. All of these sewers are composed of vitrified clay pipe (VCP), lined clay pipe (LCP) or lined vitrified clay pipe (LVCP). All local sewer lines are owned by the City of San Dimas and operated/maintained by the Los Angeles County Department of Public Works (LACDPW) through their Consolidated Sewer Maintenance District (CSMD). The trunk line sewers are operated/maintained by the Los Angeles County Sanitation District (LACSD).

The DTSP area has one sanitary sewer lift station which is located in the Northwest portion of the DTSP area (shown in Figure 7.3-1 as a red circle), which pumps the sewage from the area into the 12” gravity line along Arrow Highway. Sanitary lift stations are used where elevation changes do not allow gravity flow into the larger collection units. Based on topography of the area, this lift station collects sewage from the mixed-use area of the Northwest corner near Arrow Highway.Figure 7.3-1 illustrates the existing sanitary sewer service within the DTSP area. This map shows the location of lines, as well as the size and type of sewer. The trunk sewers in this area are between 12” and 24”.

In 2015, the sewers in the DTSP area were inspected by the County using a CCTV inspection protocol for both structural and maintenance defects.

During the inspection, the sewers were rated using the following criteria:
• Grade 1 - Minor: Minor or no defects; unlikely to fail in the foreseeable future.
• Grade 2 - Minor to Moderate: Defects that have not begun to deteriorate; estimated to fail in 20+ years.
• Grade 3 - Moderate: Moderate defects that will continue to deteriorate; estimated to fail in 10-20 years.
• Grade 4 - Significant: Severe defects that will become grade 5 defects in the foreseeable future; estimated to fail in 5-10 years. • Grade 5 - Most Significant: Defects requiring immediate attention; has failed or will fail within 5 years.

The DTSP was rated on maintenance and structural defects using this scale.

Approximately, 85 percent of pipe inspected was in minor to moderate condition. Only 15 percent of pipe will require immediate attention in the near future. After condition assessment, any areas in significant or most significant condition were scheduled to be fixed within 24 months as part of an Accumulative Capital Outlay Project. Maintenance defects include grease build ups, line sags, etc., that do not structurally damage the pipe, but could potentially cause flow issues. Figure 7.3-2, taken from the County’s inspection report with the DTSP boundary overlaid, shows the ratings of each pipe in the DTSP area from the 2015 sanitary assessment.

There are two trunk sewers, owned and operated by LACSD, that area in the DTSP. The northern trunk sewer, while traveling through the DTSP, is a concentrate only sanitary line from the nearby water plant. This trunk sewer does not collect sewage from the DTSP. The northern concentrate trunk sewer main starts north of the DTSP area on Juanita Avenue and continues on Third Street before heading south on North Acacia Avenue into the DTSP area. It then heads west through the Bonita Avenue line out of the DTSP area. The main southern trunk sewer, which services the area, starts east of the DTSP. The DTSP has two sections of trunk sewer in the DTSP – one starting at the intersection of Bonita Avenue and Walnut Avenue, the other starting at Acacia Avenue, just south of Pioneer Park. The sections flow south and connect into the main trunk line on the southern edge of the DTSP area.

The trunk sewers are between 12” and 24” before expanding outside the DTSP area. The trunk sewers are non-reinforced concrete pipe and have had no known issues in the DTSP area. A detailed sewer flow analysis study shall be conducted to fully capture the effect of the sewer flow outside of the DTSP. Page 698 – 798
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Figure 7.3-1 Sanitary Utilities Map – Pipe Size

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Figure 7.3-2 Sanitary Ratings Map

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7.3.2 SANITARY SEWER SERVICES FUTURE CONDITIONS
To analyze the future sanitary sewer conditions, it is assumed that the sewer collection demand is equal to the water distribution demand. This assumption does not account for inflow and infiltration flows. Additionally, the following assumptions were considered to examine the capacity of the 8”, 10”, and 12” sewer services:
• “Full capacity” considered to be 50%
• Minimum slope 8”: 0.40%
• Minimum slope 10”: 0.28%
• Minimum slope 12”: 0.22%
Sewer services in the DTSP area will need to be expanded in order to accommodate the proposed land use buildout. There are large sections of Transit Village and smaller sections of the East and West Gateway Villages that do not have many, or any, main lines. To accommodate the desired residential influx, services connecting into the trunk lines will need to be constructed.

An area of concern is in the southeastern area of the Gateway Village - West district. This portion of the district is bordered by 8” sanitary sewer lines on the east and west, and a 10” line to the north. The total sanitary flow for the district (Seen in the Table in Section 2.2) exceeds the above rated “full” capacity of 8” and 10” lines, therefore residential and other development may be restricted. A 12” sanitary sewer line would accommodate the expected total flows for the district, which identifies a possibility of the existing 12” line being utilized to route the district’s flow to the trunk sewer. However, that would have to be determined during district planning.

Another area of concern is in the region of the DTSP area east of San Dimas Avenue, which includes the Gateway Village - West, Public/Semi-Public, and Transit Village zones. As the Transit Village is anticipated to increase development in the area it is anticipated demands will increase with higher trafficked areas. This section of the DTSP area could potentially be zoned for residential purposes, and therefore would require sewer services.

The few 8” lines in the area are of an adequate size, however they are currently not disbursed enough to provide sufficient collection for new development. As the DTSP area is developed further, additional sewer service will need to be implemented.

A final area of concern is the lift station in the Northwest corner of the DTSP area. Small lift stations are traditionally sized for known flow rates with minimal variances in design. If the area were to undergo significant changes affecting wastewater flow, it could potentially require modifications to the lift station (wetwell or pump upsizing, increased diameter of force main, etc.). As the lift station collects flow from a relatively small area of the DTSP area, it is anticipated that if modifications are required, they will be minimal.

The areas of concern can be seen in Figure 7.3-3.

If flows are to increase significantly, a larger trunk line will have to be installed. It is unknown the extent of changes in the DTSP area which would affect the sizing of the trunk line, increases in sewage quantity and quality can vary with introduction of new housing, mixed use development, or commercial business. Until the DTSP area is developed further, an accurate estimation and evaluation cannot be performed to identify the appropriate trunk size. At the time development proposals are made to the City, sewer capacity studies will be required to determine if existing systems are sufficient for the proposed additional flows and/or to determine the appropriate sizing of any new sewer system

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Figure 7.3-3 Sanitary Sewer Map – Areas of Concern

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7.4 STORM DRAINAGE

7.4.1 STORM SERVICES EXISTING CONDITIONS
Storm water runoff in the DTSP is collected and flood control occurs through a series of gravity storm drains owned and operated by Los Angeles County Flood Control District (LACFCD) and the City of San Dimas.

The major storm drain travels under San Dimas Avenue, with catch basins at most intersections along it. The storm drain begins one half mile north of Bonita Avenue at the intersection of Gladstone Street and Walnut Avenue. The storm drain becomes a 48” drain – named BI 0516 Line A.

The line was installed in 1960, according to Los Angeles County Records.

The storm drain enters a 72” outfall that travels under East Arrow Highway and discharges into a dry-weather stream outletting to Walnut Creek and the Puddingstone Reservoir.

The northeastern portion of the DTSP area drains towards the dry weather stream under Arrow Highway through a small section of collection pipes, connecting at the main 72” outfall. The far east section of the DTSP, which is currently undeveloped, does not have stormwater collections. Smaller catch basins in the northwest portion of the DTSP area drain to the southwest under the Orange Freeway (Highway 57) and under Arrow Highway.

Figure 7.4-1 illustrates the storm drain system within the DTSP area.

It has been reported that localized flooding occurred on the north side of the DTSP area near Cataract Avenue and First Street prior to storm drain system improvements in the area. The DTSP area has areas of small sized residential lots, areas of mixed-use retail and entertainment locations (with large areas of impervious parking lots), and areas of undeveloped lots and parks.

7.4.2 STORM SERVICES FUTURE CONDITIONS
Due to the variety of open area and impervious area in the DTSP area, groundwater infiltration and stormwater runoff will be greatly affected by development in the area. The existing Open Space zone is expected to remain the same in the 2045 buildout, at 7.3 acres. This would maintain the pervious area and continue to allow groundwater infiltration at the same rate.

Alterations of streets or increase of impervious surfaces would be required to meet existing design standards of Los Angeles County and the City of San Dimas. The existing storm drain system is designed for a 10-year storm event.

Los Angeles County identifies that infrastructure be designed for 25-year storm event conveyance with overrun from storm sewers to be conveyed by the streets. Addition of impervious surface or reconfiguration of the streets would have to be designed within these constraints. Stormwater mitigation efforts for new developments – such as semi-permeable construction, rain gardens, stormwater detention basins, etc. could all be used to alleviate instantaneous runoff to decrease strain on the storm sewer system.

With any development, holistic analyses of existing to proposed impervious areas are required to examine the resulting changes in runoff flows. If these pervious surfaces are replaced with impervious surfaces, such as the development of the planned Metro A Line station, more storm drain capacity may be required. The station is proposed to be located off Bonita Avenue and San Dimas Avenue which is currently developed space with a small section of pervious area between the road and parking lot. There is also a bridge planned for Bonita Avenue and Cataract Avenue, which will occupy a large area of currently undeveloped surfaces on the south side. The far east portion of the DTSP area currently is identified as open space. If that area is developed, it would result in a large increase in impervious surface which will greatly increase stormwater runoff.

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Figure 7.4-1 Storm Drain System Map

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Figure 7.4-2 Storm Drain System Map – Areas of Concern

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As the DTSP area continues to form, it is important to identify when areas of pervious surfaces are being replaced with concrete, asphalt, and other impervious surfaces as they will have a large effect on stormwater collection system. At the time development proposals are made to the City, hydrology and hydraulic studies will be required to determine if existing systems are sufficient for the proposed additional flows and/or to determine the appropriate sizing of any new storm drain system.

7.5 ELECTRICAL SERVICES
Electricity is provided to the Specific Plan area by Southern California Edison (SCE), a private utility company. SCE sets its own service standards, with oversight from the California Public Utilities Commission (CPUC), and facility improvement strategies. Electricity is transmitted by a system comprised of both underground and above-ground/overhead/ aerial power lines that currently supply sufficient electrical service to the Specific Plan area. At the time development proposals are made to the City, the applicant will be responsible for submitting applications to SCE for electrical service. SCE would determine whether adequate capacity is available or whether system upgrades may be required.

7.6 NATURAL GAS
The Southern California Gas Company, a subsidiary of Sempra Utilities (The Gas Company), a private utility company, is the natural gas service provider for the Specific Plan area. Natural gas pipelines exist along major street rights-of-way within the area.

The analysis and decision on capacity to meet future demand under buildout of the Specific Plan will be conducted by the Gas Company in coordination with the City at the time development occurs and building plans are submitted.

7.7 TELECOMMUNICATIONS AND CABLE
Charter Communications and Frontier Communications provide local and long distance communications services in the Specific Plan area. Both companies also provide cable and high-speed internet services. Various wireless carriers provide service within the Specific Plan area. The analysis and decision on capacity to meet future demand under buildout of the Specific Plan will be conducted by the individual telecommunications and cable providers. It is likely that local system upgrades will be required to serve the future build out

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8.1 General ..............................................................................168

8.2 Land Divisions....................................................................169

8.3 Entitlement Processes Established in the
San Dimas Municipal Code................................................169

8.4 Entitlement Processes Established in this
Specific Plan.......................................................................169

8.5 Non-Conforming Uses and Structures ..............................172

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8.1 GENERAL
The coordinated and systematic administration of the San Dimas Downtown Specific Plan (DTSP) is essential to accomplish the vision for the area’s future. This Administration Section sets forth the administrative processes to review proposed land uses and development.

The San Dimas DTSP serves as the implementation tool for the General Plan and establishes the zoning regulations for the Specific Plan area. All development proposals within the Specific Plan area are subject to the procedures established herein. The standard and other requirements of this Development Code shall be administered and enforced by the Community Development Department, the Planning Commission, and City Council in the same manner as the provisions of the City’s Zoning Code.

8.1.1 AUTHORITY
This Specific Plan was prepared pursuant to the provisions of California Government Code, Title 7, Division 1, Chapter 3, Article 8 (Sections 65450 through 65457), which allows the preparation of specific plans as required for implementation of the general plan.

The Downtown Specific Plan is the regulatory document guiding land use and development within the boundaries identified in this specific plan. Upon adoption, this Specific Plan will serve as zoning for the properties involved. It establishes the necessary plans, development standards, regulations, infrastructure requirements, design guidelines, and implementation programs on which subsequent project-related development activities are to be based. It is intended that local public works projects, design review plans, detailed site plans, grading and building permits, or any other action requiring ministerial or discretionary approval applicable to this area be consistent with this Specific Plan.

8.1.2 INTERPRETATION
In the event of ambiguity or circumstances not specifically provided in this DTSP, the Director of Community Development shall interpret the intent of the land use standards. The Director may, at his or her discretion, refer interpretations to the Planning Commission for consideration and action.

Such a referral shall be accompanied by a written analysis of issues related to the interpretation. All interpretations made by the Director may be appealed to the Planning Commission in accordance with the SDMC.

8.1.3 CONFLICT
Where any provision of this Plan and the Municipal Code appear to be in conflict, the provisions of this Plan shall prevail. For matters on which this Plan is silent, the provisions of the Municipal Code shall apply.

8.1.4 SEVERABILITY
If any section, subsection, sentence, clause, phase, or portion of this Specific Plan, or any future amendments or additions, is for any reason held to be invalid or unconstitutional by the decision of any court or competent jurisdiction, such decision shall not affect the validity of the remaining portions of the DTSP, or any future amendments or additions.

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8.2 LAND DIVISIONS
Applications for, as well as processing and approval of proposed divisions of land, including, but not limited to, parcel mergers, lot line adjustments, parcel maps, and tract maps within the Specific Plan Area shall comply with the policies, development standards, and design guidelines contained within this Specific Plan, provisions of the California Subdivision Map Act, the subdivision ordinance of the City of San Dimas (Title 17), and the applicable procedural requirements of the San Dimas Municipal Code.

8.3 ENTITLEMENT PROCESSES ESTABLISHED

IN THE SAN DIMAS MUNICIPAL CODE
The San Dimas Municipal Code establishes specific standards, processes, and procedures for a number of entitlement reviews that apply within the specific plan area, including but not limited to Development Plan Review, Conditional Use Permits, Variances, Tree Removals, Temporary Uses, Zone Changes and Amendments, and Appeals Procedures. All standards of the SDMC apply unless otherwise amended or replaced by this specific plan.

8.4 ENTITLEMENT PROCESSES ESTABLISHED

IN THIS SPECIFIC PLAN
For purposes of streamlining land use and development proposals while also providing standards to protect the public health, safety, and welfare, this Specific Plan provides additional mechanisms to allow the Director of Community Development to approve Minor Conditional Use Permits and to make Similar Use Determinations as outlined below. These processes are applicable only to the specific plan area.
• Section 8.4.1 for Minor Conditional Use Permits
• Section 8.4.2 for Similar Use Determinations. This process replaces and supersedes SDMC 18.192, Classification of Use, for the specific plan area.

8.4.1 MINOR CONDITIONAL USE PERMITS
A Minor Conditional Use Permit is required for land uses which, though may be appropriate in the applicable zoning district, could have unique effects or impacts on the area in which they are located unless mitigated through special review and conditions but which do not rise to the level of requiring a Conditional Use Permit.

A. Applicability. Uses designated as “MCUP” in the Land Use Table contained within Chapter 3, Section 4, Table 3.4-2 may be permitted or conditionally permitted subject to the provisions of this chapter.

B. In lieu of a notice of administrative decision, a notice of pending approval shall be mailed to all property owners within a five hundred (500) foot radius of the subject site.

1. Such notice shall indicate that the permit shall be approved, conditionally approved or denied on a specified date and request that any party concerned about the final determination of said permit provide a written statement explaining their concerns.

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i. This statement shall be based only on issues of significance related directly to the application.
ii. If the Director finds that the statement has merit and the issue(s) can be adequately addressed through additional Conditions of Approval, the Director may approve the permit with the added conditions, as long as the concerned party is notified of the decision.
iii. If the Director finds that the statement is without merit, the Director may approve the permit as is, as long as the concerned party is notified of the decision.
iv. If a party wishes to contest the approval of the permit, an appeal must be filed after the permit is approved, pursuant to Section E below
C. Findings.

1. The proposed use is consistent with both the General Plan and zoning code of the subject property;

2. The establishment, maintenance or conducting of the proposed use will not be detrimental to the public welfare or injurious to property or improvements in the neighborhood;

3. Any potential effects which may have an adverse effect on surrounding properties and/or neighborhoods can be minimized to the extent practical and any remaining adverse effects are justified by the benefits conferred upon the community as a whole.

D. Appeals. The issuance of a Minor Conditional Use Permit may be appealed, subject to the provisions of Chapter 18.212.

E. Expansion of Use(s). No expansion of the use(s) or service(s) granted by the issuance of a Minor Conditional Use Permit shall be allowed without the filing and approval of a Modification of an Approved Permit, which will be subject to review by the same review authority who originally approved or granted the permit.

F. Abandonment of Use. Any use approved by a Minor Conditional Use Permit which has ceased for a period in excess of twelve months, shall be considered abandoned and the use may not recommence without filing for a new Minor Conditional Use Permit.

8.4.2 SIMILAR USE DETERMINATIONS
The land use table does not include all possible uses. When a specific use is not listed and it is unclear whether the use is permitted, permitted with a conditional or Minor Conditional Use Permit, or not permitted, the similar use determination allows the Director of Community Development to determine whether or not a proposed use is similar to a listed use and whether it may be permitted or permitted with a conditional or Minor Conditional Use Permit in a particular zone.

A. Applicability. A similar use determination is required when a use is not specifically listed in this specific plan but may be permitted if it is determined to be similar in nature to a use that is permitted or permitted with a Conditional or Minor Conditional Use Permit.

B. Initiation. A similar use determination can be initiated by staff or can be initiated by the public using an application maintained by the City of San Dimas Planning Division. The fee shall be as established by City Council resolution.

C. Director Authority and Right to Forward to Planning Commission.

The Director of Community Development may prepare a similar use determination. The issuance of a similar use determination is an administrative function of the Director, and no public hearing or notice is required. The Director of Community Development may, at his or her sole discretion, require that the similar use determination be referred to the Planning Commission for review and decision.

D. Findings Required. The Director of Community Development shall make a similar use determination after finding all of the following. If

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the Director does not make all of these findings, he/she shall not make the similar use determination:

1. That the subject use and its operation is consistent with the goals and objectives of the general plan;

2. That the subject use and its operation is consistent with the purposes and intent of the zone in which the use is proposed to be located;

3. That the subject use is similar to one or more uses permitted in the zone within which it is proposed to be located. A use shall be deemed to be similar only where the size, scale, design and impact of the uses are comparable. A use shall not be deemed to be similar when the operation of the use involves greater impacts in terms of traffic, parking, noise, glare, odor, refuse or other environmental considerations; generates greater demand for public services; does not have comparable hours of operation; is significantly more intensive in the number of employees, patrons and other users of the facility; and is not complementary to other uses in the zone.

E. Determinations. Determinations shall be made in writing and shall contain the facts that support the determination. The department shall maintain all such determinations on record for review by the general public upon request. The notice of decision shall be provided, in writing, to the applicant and any interested parties who request a copy.

The notice shall include:

1. A brief statement explaining the criteria and standards considered relevant to the decision.

2. A statement of the standards and facts relied upon in rendering the decision.

3. An explanation of appeal rights and appeal deadlines.

F. Appeals. An action on a Similar Use Determination shall become effective 14 days after a decision has been rendered unless an appeal is filed in accordance with the Appeal Procedures established in the SDMC.

8.4.3 STREAMLINED REVIEW OF MULTI-UNIT AND

MIXED-USE RESIDENTIAL PROJECTS
For a multi-unit residential development or mixed-use residential development to be eligible for a streamlined ministerial approval process, the development must meet the specific eligibility criteria set forth in Government Code section 65913.4.

All eligible multi-unit ministerial projects must comply with the objective design standards located in Chapter 5. Objective design standards are those that involve no personal or subjective judgment by the plan reviewer and are uniformly verifiable by reference to an external and uniform benchmark. Projects requesting exceptions and/or administrative modifications to these standards will be reviewed under the discretionary review process described in the City’s Zoning Code.

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3. Routine maintenance and repairs that do not constitute an alteration or addition may be performed on a structure or site when the use is nonconforming, and on a nonconforming structure.

C. Alterations and Additions to Nonconforming Uses and Structures

1. A nonconforming structure, which is nonconforming by reason of its use, shall not be moved, altered, or enlarged unless required by law, or the moving, alternation or enlargement will result in the elimination of the nonconformity, except as otherwise provide in this section.

2. A nonconforming use shall not be enlarged, intensified, or extended in such a way as to occupy any part of the structure or site or enlarged or another structure or site which it did not occupy at the time it became a nonconforming use or in such a way as to displace any conforming use occupying a structure or site, except as otherwise provide in this section.

3. A nonconforming structure shall not be altered or reconstructed so as to increase the discrepancy between existing conditions and the development standards for front yards, side yards, rear yards, height of structures, or usable open space prescribed in the development standards for the zone in which the structure is located. A nonconforming structure shall not be moved or enlarged unless the new location or enlargement shall conform to the development standards, or usable open space prescribed in the in the development standards for the area designation in which the structure is located.

4. A use which fails to meet the development standards of the area designation in which it is located shall not be enlarged or extended, or shall not have equipment replaced that results in failure to meet development standards sunless the enlargement, extension or replacement will result in elimination of nonconformity with development standards for that area.

8.5 NONCONFORMING USES

AND STRUCTURES
Any existing use or building that becomes nonconforming as a result of the DTSP shall comply with all rules and regulations set forth below.

A. Definitions

1. Nonconforming property means any subdivision of land that was lawfully established and in compliance with all applicable ordinances and laws at the time the property was subdivided.

2. Nonconforming building means any structure, building or improvement upon land, other than land itself including sign that was lawfully established and in compliance with all applicable ordinances and laws at the time the structure, building or improvement was established.

3. Nonconforming use means any use of land that was lawfully established and in compliance with all applicable ordinances and laws at the time the use was established.

4. An existing use shall be deemed a “legal nonconforming use” if prior to its establishment the required permits were obtained, prior to the adoption of the DTSP (i.e., a building permit, conditional use permit, etc.).

B. Continuation and Maintenance

1. A use lawfully occupying a structure or a site, that does not conform with the use regulations or the development standards for the zone in which the use is located shall be deemed to be a nonconforming use and may be continued, except as otherwise provided in this section.

2. A structure, lawfully occupying a site, that does not conform with the development standards for front yards, rear yards, height, coverage, or distances between structures, for the zone in which the structure is located, shall be deemed to be a non-conforming use and may be continued, except as otherwise provided in this chapter. Page 712 – 798 DRAFT NOVEMBER 2023 173

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3. Restoration of a nonconforming use or structure shall require the review and approval of the Director of Community Development, although may choose to direct to the Planning Commission for final approval.

F. Exceptions to Provisions of Nonconforming Uses and Structures Expansion of legal nonconforming uses and structures such as an increase in floor area or the site area or an intensification of use may be permitted subject to a Conditional Use Permit. In addition, the required CUP findings, the Planning Commission must also make the following findings:

1. The expansion of the nonconforming structure and/or site comply with the Design Guidelines and Standards, the Mobility infrastructure of the Specific Plan; and

2. The expansion of the nonconforming use does not increase the discrepancy between existing conditions and the standards for front yard, side yards, rear yard, height of structures, distances between structures, and parking facilities as prescribed in the regulations for the zone in which the structure is located.

D. Discontinuation of Nonconforming Use
Whenever a nonconforming use has been discontinued, or changed to a conforming use for a continuous period of 180 days or more, the nonconforming use shall not be reestablished, and the structure or site thereafter shall be in conformity with the development standards for the zone in which it is located. Discontinuance of a use shall include cessation of the existing nonconforming use, regardless of intent to resume said nonconforming use.

E. Restoration of Damaged Structure

1. Whenever a structure which does not comply with the standards for front, side, and rear yards; height of structures; distances between structures; and parking facilities as prescribed in the regulations for the zoning designation in which the structure is located, or for the use which does not conform with the regulations for the area in which it is located, is destroyed by fire or other calamity, by act of God, or by the public enemy to the extent of 50 percent or less, the structure may be restored and the nonconforming use may be resumed, provided that restoration is started within one year and diligently pursued to completion. When the destruction exceeds 50 percent, or the structure is voluntarily demolished or is required by law to be demolished, the structure shall not be restored except in full conformity with the regulations for the zoning designation in which it is located, and the nonconforming use shall not be resumed.

2. The extent of damage or partial destruction shall be based upon the ratio of the estimated cost of restoring the structure to its condition prior to such damage or partial destruction to the estimated cost of duplicating the entire structure, as it existed prior thereto. Estimates for this purpose shall be made by or shall be reviewed and approved by the building official and shall be based on the minimum cost of construction in compliance with the building code.

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9.1 Introduction.......................................................................175

9.2 Area-Specific Fees, Dedications, and Exactions................176

9.3 Special Districts .................................................................177

9.4 Federal and State Grants ..................................................178

9.5 Implementation and Phasing ...........................................181

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9.1 INTRODUCTION
It is expected that a range of funding tools will be utilized to finance development in Downtown San Dimas, associated infrastructure improvements, and ongoing operations.

The responsibility for implementing these tools will fall to the City, other governmental agencies, private entities, and authorized private associations, such as homeowners or business associations.

The funding sources identified in this Chapter are examples. A more comprehensive list may be developed over time as new sources come into being or sources listed here are no longer available. The ultimate mix of financing mechanisms will be determined in the implementation process based on final technical analyses of costs, benefits, and burdens, and on deliberations involving City staff, sponsoring entities, property owners, developers, elected officials, bond counsel, underwriters, finance experts, and others.

Regardless of the financing mechanisms selected, any approach should seek to align the sources, timing, and scope of financing to the specified uses, as described by the following principles:
• There should be assurances that necessary funding will be available at the time specific infrastructure items are required.
• Financial burdens on development should be kept within industry standards and market constraints.
• The plan should be responsive to expected variations in timing, location, and type of development.

The financing tools and their applicability fall into three distinct categories discussed on the next page.

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9.2 AREA-SPECIFIC FEES, DEDICATIONS,

AND EXACTIONS

9.2.1 AREA DEVELOPMENT IMPACT FEES
Development impact fees are a potential funding source for affordable housing, parks, and recreational open space. These fees, paid by new residential and commercial development projects, must only be used to pay for improvements that can be demonstrated to serve new residents and businesses (from new development), but these fees can be combined with other funding sources to fund a project that serves both new and existing residents or businesses. A nexus study—which calculates the new increment of development, estimates the portion of an improvement project attributable to that increment of growth, and allocates the fee among the new development projects by land use—is required by state law for implementation. Additional impact fees, such as a transportation and traffic impact fee, could be considered as a means to fund additional improvements that enhance mobility.

9.2.2 REVENUE BONDS
Public activities that are revenue generating and create sufficient cash flow to cover operating costs and debt service can potentially issue taxfree municipal debt to cover the cost of capital improvements. A common example of this is revenue bonds for parking garage construction where there is pay parking.

9.2.3 GENERAL OBLIGATION BONDS AND OTHER

PUBLIC DEBT
New commercial and lodging projects could generate significant new sales tax and transit occupancy (lodging) tax revenues that will flow into the City’s General Fund. This new money could be used to finance debt service on tax-exempt debt obligations so that existing activities provided through the General Fund are not impacted. Such a General Obligation bond, however, requires a two-thirds vote of local residents (except for educational facilities) to approve. Alternatively, for facilities that can serve as collateral for debt, certificates of participation are a public finance technique that do not require voter approval.

9.2.4 DEDICATIONS AND EXACTIONS
Under the Subdivision Map Act, developers may be required to dedicate land or make cash payments for public facilities required or affected by their project (e.g., road right-of-way fronting individual properties).

Dedications are typically made for road and utility rights-of-way, park sites, and land for other public facilities. Cash contributions may be made for other public facilities that are directly required by their projects (e.g., payments for a traffic signal).

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9.3 SPECIAL DISTRICTS

9.3.1 INFRASTRUCTURE FINANCING DISTRICTS AND

ENHANCED INFRASTRUCTURE FINANCING

DISTRICTS
Qualified entities can create an Infrastructure Financing District (IFD), per the 1990 Infrastructure Financing Act, to pay for the construction of capital facilities that have “communitywide significance and provide significant benefits to an area larger than the area of the district.” Such facilities may include transit, highways, water systems, sewer projects, parking structures, flood control, childcare facilities, libraries, parks, and solid waste facilities. Broader authority of Enhanced Infrastructure Financing Districts (EIFD) is provided in Government Code Section 53398.50 et seq.

An IFD or EIFD provides funding by diverting a portion of property tax increment revenue for 30 years to secure the issuance of bonds to finance qualifying projects. The IFD increment is defined as total annual property tax revenue within the district, less a base year amount, less the portion allocated to schools, less the portion claimed by agencies that did not voluntarily approve the IFD formation. As such, IFD tax increment is less than that once generated as redevelopment tax increment, possibly significantly less depending on the specific conditions of each IFD approval.

In the past, the difficulty in implementing an IFD has limited its use in California. However, in 2014 and 2016, legislation was adopted that updates the 1990 Infrastructure Finance District (IFD) law, approved in 1990, by expanding the types of projects that can be funded with EIFDs and lowering voter approval requirements, making this type of financing a much more viable option. Voter approval is not required to form an EIFD, however there is a 55 percent requirement to authorize bonds. Where an IFD makes the tax increment available for up to 30 years, the EIFD extends that timeline to 45 years.

9.3.2 SPECIAL ASSESSMENT DISTRICTS
California law provides procedures to levy assessments against benefiting properties and issue tax-exempt bonds to finance public facilities and infrastructure improvements. Assessment districts, also known as improvement districts, are subject to majority vote of property owners.

Votes are weighted according to the amount of the proposed assessment on the parcel to which the ballot pertains. Assessments are distributed in proportion to the benefits received by each property as determined by engineering analysis and form a lien against property. Special assessments are fixed dollar amounts and may be prepaid, although they are typically paid back with interest over time by the assessed property owner.

Only public infrastructure improvements with property-specific benefits (e.g., roads, drainage, and sewer and water improvements) may be financed with assessments. In addition, standard public finance underwriting criteria require that the ratio of improved land value to assessment lien be equal to or greater than three to one.

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9.3.2 BUSINESS IMPROVEMENT DISTRICT
A Business Improvement District (BID) is a common type of Special Assessment District that assesses business and/or property owners to fund maintenance, marketing, and other activities, including additional public services or improvements. If such a district were to be formed in the Specific Plan area, funding could be applied toward enhanced sanitation and cleaning as well as other streetscape and pedestrian improvements.

The City would need to reach out to property owners to educate them on the benefits and obtain majority support before moving forward with formation. If support can be obtained, a BID is a powerful tool for raising funds to provide enhancements to the area, but cannot be used to issue bonds.

9.3.3 LANDSCAPE AND LIGHTING DISTRICT
Like a BID, a Landscape and Lighting Assessment District (LLAD) is another type of Special Assessment District that could be applied in Downtown to fund new street and pedestrian lights, landscaping, parkways, medians, and other amenities, and require benefits to accrue proportionately to the assessed properties. LLADs are more flexible than BIDs in that they can issue bonds and require a simple majority of property owners for formation.

There have been no LLADs established by the City of San Dimas for amenities like pedestrian lighting; forming such a district in the Specific Plan area would require creating a new Special Assessment District dedicated to that purpose. Given the same barrier to entry as a BID, formation of an LLAD that can issue bonds for the commercial areas that are supported by and include the LASC is a better approach for raising local funds than the formation of a BID.

9.4 FEDERAL AND STATE GRANTS
The City has received federal and state funding from other levels of government, including regional agencies (e.g., Metro and the Southern California Association of Governments), and the State and Federal governments. Funds from these sources, a selection of which is shown in the following table, may be made available for development in the Specific Plan Area. The availability, amount, and timing of these funds will need to be further evaluated.

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Table 9.4-1 Federal and State Funding Sources
Program Description of Spaces
California Transit Oriented
Development (TOD) Housing
Program
This program, funded by the California Department of Housing and Community Development, makes low-interest loans available as gap financing for rental housing developments that include affordable units, and as mortgage assistance for homeownership developments. Loans and grants are available to qualified public entities for infrastructure improvements supporting TOD residential uses or to enable connections between these developments and the transit station
Community Based Transportation
Planning
Caltrans administers a grant program for transportation planning projects to improve mobility and lead to the programming or implementation phase for a community or region. With approximately $9 million in funding distributed through six grant programs annually, the program may offer the City of San Dimas additional funding for planning. Each of these six grant programs may be applicable for the Plan Area: Community-Based Transportation Planning, Environmental Justice, Partnership Planning, Statewide or Urban Transit Planning Studies, Rural or Small Urban Transit Planning Studies, and Transit Planning Student Internships.

Office of Traffic Safety (OTS)
The California Office of Traffic Safety (OTS) was created to award grant dollars to local and state government departments for development of traffic safety programs. The office is in the state Business, Transportation and Housing Agency, and it functions as a conduit for federal grant money, which it allocates to eight separate program areas, of which two, for Pedestrian and Bicycle Safety and Roadway Safety, may be directly applicable to the Plan Area. City agencies are eligible to apply.

Transportation Development Act
Article 3 Funds
The Transportation Development Act (TDA) includes two separate public transportation funds—Local Transportation Fund (LTF) and the State Transit Assistance fund—designated for development and support of public transportation needs. Funding is allocated to areas of each county based on population, taxable sales and transit performance.

TDA funds may be used for many potential expenses that the transit village may generate, including engineering expenses, right-of-way acquisition, construction, improvements to existing pedestrian infrastructure, ADA compliance, and support facilities, such as transit shelters, bicycle parking, and pedestrian amenities.

Better Utilizing Investments to
Leverage Development (BUILD)
Originally known as the TIGER Grant program and administered by the Federal Department of Transportation (DOT), this funding program began with American Recovery and Reinvestment Act of 2009 (ARRA). Nearly $7.1 billion in discretionary grant money has been dedicated to build and repair freight and passenger transportation networks.

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Table 9.4-1 Federal and State Funding Sources (continued) Program Description of Spaces
Transportation Alternatives (TA)
Transportation Alternatives consolidates three separate programs under the prior version of the Federal Aid Highway Program: Transportation Enhancements (TE), Safe Routes to School (SR2S), and the Recreational Trails Program (RTP). Of these, TE and SR2S are particularly relevant to opportunities in the Plan Area. TE funds may be used for the planning, design, and construction of bicycle and pedestrian infrastructure such as bikeways, sidewalks, signaling and signage, traffic management techniques, and improvements designed for ADA compliance. SR2S funds may be used for a range of engineering, traffic calming, and educational projects.

Surface Transportation Program
(STP)
The Surface Transportation Block Grant Program (STP) allocates funds that can be used for a wide range of projects, including road and transit improvements that include bicycle and pedestrian elements. STP provides flexibility to fund improvements that are outside the Federal aid highway system, so many streets near the Plan Area may be eligible.

Congestion Mitigation and Air
Quality Improvement (CMAQ)
Program
The CMAQ program is designed to provide funding to support surface transportation projects and other related efforts that contribute to air quality improvements and provide congestion relief. Eligible projects are intended to lower emissions of ozone, carbon monoxide, and/or particulate matter.

Transit-Oriented Development
Planning Pilot
This pilot program provides funding to advance planning efforts that support transit-oriented development (TOD) associated with new fixed-guideway and core capacity improvement projects. Eligible recipients include State and local government agencies engaged in comprehensive planning that seeks to enhance economic development and ridership by means of increasing multimodal connectivity and accessibility, enhancing access to transit hubs for pedestrian and bicycle traffic, and promoting and enabling mixed-use development.

AB 2766 Clean Air Funds
The South Coast Air Quality Management District (AQMD) administers this program to fund air pollution reduction efforts. Funding is drawn from automobile registration surcharges. A 40 percent portion of annual disbursement is automatically allocated to South Coast District member cities in proportion to population. The remaining 60 percent is allocated through a competitive grant program for projects that improve air quality. Nearly all Plan Area initiatives may potentially be eligible for funding from AB 2766 grants.

Bicycle Transportation Account
(BTA)
Caltrans administers the Bicycle Transportation Account (BTA), an annual program providing State funds for city and county projects that improve safety and convenience for bicycle commuters. Cities and counties are eligible to apply for BTA funds. Eligibility is based on pre-adoption of a Bicycle Transportation Plan (BTP) that complies with Streets and Highways Code Section 891.4 that has been pre-approved by the appropriate Metropolitan Planning Organization (MPO) or Regional Transportation Planning Agency (RTPA). Eligible uses for the funding include bikeways and related facilities, planning, safety, and education. The BTA is a reimbursement program, which requires allocated funds to be matched by at minimum 10 percent of the total project cost. BTA funds may also be used to apply for and match Federal grants or loans. Approximately $7.2 million is appropriated annually for the program statewide.

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Table 9.4-1 Federal and State Funding Sources (continued) Program Description of Spaces
SB 2 Planning Grants
Passed in 2017, the Building Homes and Jobs Act (SB 2) was signed into law as a mechanism for raising and administering funds the facilitate the development of affordable housing in California. Through a new $75 fee imposed and collected via real estate and mortgage document submittals, SB 2 is estimated to raise $250 million each year and administers funds to municipalities that meet specific conditions and project criteria. Planning grants are provided from the fund through a non-competitive application process and applies to planning efforts that lead to policy, zoning, environmental, and project review updates that facilitate the development of affordable housing.

These funds are not available to developers and can only be accessed by municipalities. The City received SB 2 grant funding for the completion of the City’s Housing Element and preparation of Objective Design Standards.

Cap and Trade: Affordable
Housing and Sustainable
Communities Program Grant
AHSC Program Grant directs funds to programs that constitute transit-oriented development (TOD), as residents housed in these developments are more likely to use public transit, thus relying less on a personal vehicle for commuting.

Monies from AHSC are accessible via an application and may be used for affordable housing development, housingrelated infrastructure, sustainable infrastructure, and sustainable program management. Developers as well as localities, RDA successor agencies, and other similar organizations are eligible to apply for AHSC Program Grant funds.

9.5 IMPLEMENTATION AND PHASING
Implementation of the Downtown Specific Plan will require action by several different departments and divisions within the City, including Community Development, Parks and Recreation Department, and Public Works. During the development process, much of the look and feel of the Downtown Specific Plan area will be determined by the architecture, landscaping, layout, and maintenance of individual developments, as prescribed by the design standards and guidelines articulated in Chapter 5. However, the City must take the lead in coordinating the needed area-wide actions that will enable complete implementation of the Specific Plan and its vision.

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9.5.1 PHASING
The ultimate phasing of development and necessary improvements within the Downtown Specific Plan Area will be based on market factors as well as costs and available financing. Many of the infrastructure improvements will occur over time concurrently with new development. A recommended phasing strategy is outlined below, although actual phasing may change based on market conditions, particularly in view of economic and societal changes which may occur in the wake of the COVID-19 pandemic.

Near-Term Implementation
Within the first five years after adoption:
• Actively market development opportunities in the Downtown Specific Plan area as part of a coordinated effort in collaboration with the San Dimas Chamber of Commerce and other groups.
• Pursue a public-private partnership for the development of City-owned site to help demonstrate the market viability of higher-density multi-family housing downtown. • Complete roadway reconfigurations on Bonita Avenue and Arrow Highway to help spark redevelopment along these key corridors to promote a multi-modal approach in line with mobility policies.
• Implement shared parking agreements that allow larger high-density residential and mixed use projects to fulfill parking needs in part or in full by using underutilized spaces on other adjacent properties to optimize the number of spaces constructed and support development feasibility.
• Prioritize access and wayfinding improvements that strengthen the connection between the Gateway Village West and the Town Core districts. • Support expanded programming of events and public spaces to raise the profile of the Specific Plan area as an entertainment and cultural destination, partnering with business, arts, and cultural groups and organizations.
• Prepare a historic context statement and conduct a comprehensive historic resources survey of age-eligible properties in the Downtown Specific Plan area.

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Intermediate/Longer-Term Implementation
Between 5-15 years after adoption:
• Facilitate redevelopment of key privately-owned opportunity sites shown on the Land Use Map that can accommodate significant housing development, including San Dimas Station South and North sites, the bowling alley site, and existing industrial properties south of the San Dimas Metro station.
• Coordinate construction of civic spaces with private development to ensure the provision of vibrant, inviting plazas and gathering spaces for residents, employees, and visitors to the Downtown Specific Plan area.
• Complete studies to plan for major transportation improvements needed to support full buildout of the DTSP.
• Synchronize the provision of infrastructure and streetscape improvements with new development, coordinating strategic planning, financial capacity, and physical development downtown through the Capital Improvement Program (CIP). • Monitor progress toward DTSP objectives and the effectiveness of development incentives, adjusting the directives of the DTSP as needed.

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GLOSSARY
CHAPTER 10:

SAN DIMAS DOWNTOWN SPECIFIC PLAN
CHAPTER 10:

GLOSSARY

10.1 Definitions.........................................................................185

DRAFT NOVEMBER 2023 185

GLOSSARY
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10.1 DEFINITIONS
Arterial: A thorough major roadway or highway that provide the highest level of mobility and the highest speeds over the longest uninterrupted distance (i.e., interstate highways).

Articulation: The degree or manner in which a building wall or roofline is made up of distinct parts or elements. A highly articulated wall will appear to be composed of a number of different planes, usually made distinct by their change in direction (projections and recesses) and/or changes in materials, colors or textures.

Arcade: A series of arches supported on piers or columns. An arcade is typically covered.

Awning: A rigid or movable shelter supported entirely from the exterior wall of a building and of a type which may be retracted or folded against the face of the supporting building.

Bioretention: The process of collecting and filtering stormwater through landscape features.

Bio-swales: Landscape features that collect polluted stormwater runoff, soak it into the ground, and filter out pollution.

Canopy: A projection over a niche or doorway; often decorative or decorated.

Cantilevered Room: A room that sticks out past the building’s foundation or supporting wall below.

Collector: A thorough major or minor roadway that connects local roads and streets with arterials.

Colonnade: A row of columns supporting a roof, an entablature, or arcade Cornice: A continuous molded projection that crowns a wall or other construction or divides the wall horizontally for compositional purposes.

Dormer: A structure that projects out from a sloped roof, often a small room, bedroom, or part of an attic and includes a window.

Façade: The exterior face or faces of a building.

Floor Area Ratio (FAR): The numerical value obtained through dividing the gross floor area of the building or buildings located upon a lot or parcel of land by the total area of such lot or parcel of land.

Frontage: The wall of a building that faces a street, sidewalk, or parking lot.

Similar to a façade.

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Hardscape: Any type of a decorative paving material such as interlocking pavers, stamped concrete, natural stone, tiles, etc. that are integrated within the landscape concept of a development proposal.

Height: The vertical distance from the grade to the highest point of the coping of a flat roof or to the average height of the highest gable of a pitch or hip roof.

Intensity: The degree to which land is used. Intensity typically refers to the levels of concentration or activity of land uses.

Loggia: A roofed open gallery especially at an upper story overlooking an open court
Massing: The overall shape or arrangement of the bulk or volume of buildings and structures.

Modulation: The stepping back or projecting forward of sections of the façade of a structure as a means of breaking up the apparent bulk of continuous exterior walls.

Mullion: A vertical element that separates two panes of glass in a window.

Parapet: The part of an exterior wall that extends above the roof line; used to satisfy fire codes, hide roof equipment, increase the height of a building, or create an interesting silhouette.

Pitch: The slope of a roof commonly expressed in terms of inches of vertical rise per foot of horizontal run.

Scale: The size of a building and how it relates to a human or adjacent buildings and structures.

Setback: Distance from the front, side, or rear property line in which a structure is allowed to be built.

Stepback: The distance a building façade is recessed on a horizontal plane from the building façade immediately below it.

Streetscape: The general appearance of or character of a street that is influenced by the architecture, planning, and landscape of a street.

Transom: Acrosspiece separating a door from a window above it.

Trellis: A frame supporting open lattice work used as a screen or a support for growing vines or plants.

Unreinforced Masonry (URM) Code: It is an enforceable law that requires unreinforced masonry buildings to be demolished or brought up to earthquake and building codes by structural reinforcing.

Wayfinding: Encompasses all of the ways in which people orient themselves in physical space and navigate from place to place (i.e., signage).

Agenda Item Staff Report
To: Honorable Chair and Members of Planning Commission
For the Meeting of November 16, 2023
From: Luis Torrico, Interim Director of Community Development Prepared by: Anne Moore, Senior Planner
Subject: Draft Downtown Specific Plan Discussion
____________________________________________________________________________

SUMMARY
The preparation and adoption of a Downtown Specific Plan (DTSP) will guide the City’s growth and all future development and redevelopment of the downtown area, including housing, in order to meet the needs and vision of the community. There has been a total of four (4) out of (5) community workshop meetings held since the DTSP process began a little over two years ago, in addition to an Environmental Impact Report (EIR) Scoping Meeting held last November 2022. Additionally, a Community Advisory Committee (CAC) made up of community stakeholders was formed to serve as a voice for the community and four (4) meetings were held with the CAC to ensure that feedback and interests were heard and reflected throughout the process.

Since the last community workshop meeting was held on March 29, 2023, Staff and the consultant have continued to work diligently on the DTSP process. City staff provided an oral update on the DTSP process at the April 6, 2023 Planning Commission meeting as well as oral updates regarding the progress of the Draft DTSP document at the May 4, 2023 and October 19, 2023 Planning Commission meetings.

The EIR is still being prepared by the Consultant; however, a Draft of the Downtown Specific Plan is now available for review and discussion by the Planning Commission. Following input received by the Planning Commission, Staff will also present the Draft to the City Council for input before finalizing the document with the consultant, and holding a fifth community workshop meeting next year. The fifth community workshop meeting to be held early next year will give the public the ability to review the final draft prior to presenting the DTSP to the Planning Commission and City Council during public hearings for final adoption.

RECOMMENDATION
Staff recommends the Planning Commission provide Staff input on the Draft Downtown Specific Plan.

Attachment 2

Draft Downtown Specific Plan Discussion Page 2
For the Meeting of November 16, 2023

FISCAL IMPACT
Funds have already been appropriated to fund the development of the Downtown Specific Plan through three accounts 001.4308.020.019, 001.4308.020.024, and 001.4308.020.000 not to exceed the amount of $487,845. Additional funds are not being requested at this time.

BACKGROUND
Since the last community workshop meeting was held on March 29, 2023, Staff and the consultant have continued to work diligently on the DTSP process. City staff provided an oral update on the DTSP process at the April 6, 2023 Planning Commission meeting as well as oral updates regarding the progress of the Draft DTSP document at the May 4, 2023 and October 19, 2023 Planning Commission meetings. Through the course of four (4) community workshop meetings, four (4) meetings with the CAC, and numerous discussions with the project consultant team, a Draft of the Downtown Specific Plan has now been prepared and is ready for review and input from the Planning Commission and subsequently from the City Council. It’s important to note that this meeting, and the subsequent City Council meeting will not be public hearings, but simply an opportunity for the Commission and Council to provide input and ask questions about the plan.

Public hearings for final recommendation by the Commission and final action by the Council will follow shortly after the fifth and final community workshop and circulation of the Environmental Impact Report (EIR) for public review and comment.

DISCUSSION/ANALYSIS
The DTSP provides the framework for development and redevelopment for both the historic, traditional commercial downtown along Bonita Avenue, as well as a vision for an expanded geographic area of downtown further east, west, and south of the traditional historic core. The goals and policies of the DTSP are aimed at encouraging a broader mix of land uses, while maintaining the human-scale and historic character of downtown, improving the economic base of the City, creating vibrant and safe public spaces, encouraging new residential development, and providing a variety of mobility options for the first and last mile connections to the future A Line Light Rail transit station.

The final determination of the plan boundaries was made by City Council at the October 12, 2021 study session, which expanded the boundary area to take advantage of opportunity sites, as identified in the Certified Housing Element Update, that can serve as catalysts for future revitalization of the Downtown. Existing established single-family neighborhoods surrounding the commercial core have been intentionally excluded from the DTSP boundaries in order to focus on areas of potential growth and to preserve the existing and historic single-family neighborhoods in the vicinity. The exact delineation of the DTSP area is outlined in red in Figure 1 below:

Draft Downtown Specific Plan Discussion Page 3
For the Meeting of November 16, 2023
Figure 1 - Downtown Specific Plan Boundary
The Draft DTSP is organized into ten chapters, all of which contain the vision, zoning standards and design guidelines, infrastructure design, and implementation procedures for all land within the plan area. After adoption of the plan, subsequent tract or parcel maps, development agreements, local public work projects, zoning text or map amendments, and any action requiring ministerial or discretionary approval related to Downtown San Dimas must be consistent with the DTSP. The planning area has been divided into six sub-areas: Gateway Village West, Gateway Village East, Transit Village, Town Core, Public/Semi-Public, and Open Space as shown in Figure 2 below.

Figure 2 - Downtown Specific Plan Areas

Draft Downtown Specific Plan Discussion Page 4
For the Meeting of November 16, 2023
The characteristics of the six sub-areas varies as a reflection of the different allowable land uses, building scale, architectural style, and development intensity for each of the respective areas.

Multi-family development will be permitted in all sub-areas with the exception of Public/SemiPublic and Open Space. In addition, to be in compliance with Housing Element for the 2021-2029 planning period, a Housing Element Sites Overlay has been included that identifies the sites that can accommodate the City’s assigned housing need as identified in the Regional Housing Needs Assessment (RHNA). These sites are located throughout the DTSP, with majority of the sites located within the Gateway Village West, which are in closer proximity to the freeway and away from existing single-family neighborhoods. In addition, the plan creates standards that will allow for more vibrancy and mixed-use development within the Transit Village, which surrounds the future A Line (formerly Gold Line) Light Rail transit station.

New development regulations such as the creation of “stepbacks” will help to control the massing and scale of new projects that are being proposed within the DTSP. These “stepbacks” will require new development to push back the third and fourth floors of buildings sited along important street frontages such as Bonita Avenue and San Dimas Avenue. The implementation of “stepbacks” will provide architectural relief and help to reduce the appearance of buildings that are over two (2) stories in height throughout the plan area. Design standards for building modulation will help break up large wall planes and help contribute to additional landscaping opportunities or creating spaces for people to gather. Additional standards such as minimum depth for ground floor commercial space is introduced in the plan area to allow for more functional spaces that will be conducive for restaurants, retail, and other uses that will further promote a pedestrian-friendly environment within the downtown.

The plan will also include design standards and guidelines that will not only provide clear guidance for property owners, developers, and City staff, but also to ensure new development will be consistent with the high quality architecture the City strives to maintain. All new projects will be required to comply with both the design standards and guidelines. However, projects that are eligible for streamlining under the State’s housing streamline legislation, which require 50 percent of the units to be affordable, among other eligible criteria, will only be subject to the design standards which are objective and do not involve any subjective judgement.

The DTSP will also introduce a Minor Conditional Use Permit (MCUP) approval process which will help streamline the approval process of certain land uses that will assist with the revitalization of the downtown area, but still allow for city staff to place conditions to protect the nearby neighborhoods. All of these new strategies and implementation tools along with various mitigation measures that will be incorporated into the EIR, will guide the City’s growth and all future development and redevelopment of the downtown area.

This is just a brief overview of the DTSP to provide the Commissioners a better understanding of the overall goals of the plan and touches on some of the key aspects of the plan. The goal of this meeting is to initiate a discussion and gather input from the Commission, which will be forwarded to the City Council. Both the Commission’s and Council’s comments will be incorporated into the DTSP and will be presented to the public at the fifth and final community workshop meeting. As previously mentioned, public hearings for final recommendation by the Commission and final action by the Council will follow shortly after the fifth and final community workshop and circulation of the EIR for public review and comment.

ALTERNATIVES
There is no alternative draft of the DTSP being proposed at this time.

Draft Downtown Specific Plan Discussion Page 5
For the Meeting of November 16, 2023

ENVIRONMENTAL REVIEW
The DTSP has been prepared in compliance with the requirements of the California Environmental Quality Act (CEQA) and CEQA Guidelines. An Environmental Impact Report (EIR) is currently being prepared to respond to the anticipated environmental impacts associated with the DTSP and will be made available for public review likely in the upcoming months. Certain projects may require additional specific environmental review as necessary if they do not conform with the DTSP.

Respectfully submitted,
Anne Moore
Senior Planner
Attachments:

1. Draft Downtown Specific Plan

CITY OF SAN DIMAS

PLANNING COMMISSION

MINUTES
Regularly Scheduled Meeting
Thursday, November 16, 2023 at 7:00 p.m.
245 East Bonita Avenue, City Council Chamber

PRESENT
Chairman David Bratt
Vice-Chairman John Davis
Commissioner Margie Green
Commissioner Doran Barnes
Commissioner James Shirley
Interim Director of Community Development Luis Torrico
Senior Planner Anne Moore
Senior Planner Marco Espinoza
Senior Management Analyst Kimberly Neustice

CALL TO ORDER AND FLAG SALUTE
Chairman Bratt called the regular meeting of the Planning Commission to order at 7:03 p.m. and Commissioner Shirley led the flag salute.

OTHER BUSINESS
OB 1. Draft Downtown Specific Plan Discussion
Interim Director of Community Development Torrico gave an overview of the Downtown Specific Plan (DTSP) project and what this means for the City. There is no action required from the Commission tonight, only feedback on the draft DTSP. Commissioner Barnes has a conflict because he lives within the radius of three sub areas being discussed. There is no conflict related to the districts, boundaries, etc. so when it gets to discussion of the three sub areas that are within 500 feet of Commissioner Barnes’ residence, he will have to recuse himself from that portion of the discussion.

Senior Planner Moore provided a recap of the Downtown Specific Plan process so far, which has brought us to the draft document being presented tonight. The Draft EIR is still being prepared and once completed, it will be circulated for public review and comment prior to being presented to the Commission and the City Council. Additionally, we will be holding a fifth and final community workshop to get comments from the public on the draft early next year. She stated that Nick Pergakes and Jennifer Williams with our consultant Interwest will be giving the presentation tonight.

Mr. Pergakes with Interwest introduced his team and gave an overview of what will be discussed.

Planning Commission Minutes Page 2
November 16, 2023
Mrs. Williams with Interwest continued the presentation and explained the different chapters of the DTSP, pointing out that chapter three explained the various districts being presented within the downtown specific plan.

Mr. Pergakes presented chapters five through nine and discussed that the next step will be to present this to City Council for comments. The CEQA document will be finished in early 2024 and then there will be a fifth community workshop to get the public’s comments.

Interim Director of Community Development Torrico informed the Commission that we can move forward with discussing the document and questions for the consultant and allow Commissioner Barnes to take part in the discussion, and when it comes to narrowing the discussion down to specific sites, Commissioner Barnes can recuse himself from the discussion of the three sub areas within 500 feet of his residence.

Commissioner Barnes stated that he’s excited to see the draft document and what the future of the downtown could become. He thinks it would be interesting to see how underground parking will play out. While it’s preferred, it’s costly to build.

Vice-Chairman Davis thought the presentation and document was well thought out and comprehensive. He feels that the vision statement seems to be missing the word “entertainment.” He asked if that was intentional because entertainment was mentioned in other areas of the document. He felt that it should also be part of the vision statement.

Mr. Pergakes stated that entertainment was considered for the vision statement, but was left out intentionally. However, it could be added if requested.

Vice-Chairman Davis believes that entertainment should be added. He asked why the two triangular properties on the north side of the rail road were not included in the plans.

Interim Director of Community Development Torrico stated that there were a few discussions with the Council regarding these two parcels. At first, Staff included the sites but Council elected to remove them from the boundaries of the downtown area. After the first community meeting, the public felt they should be included, but Council still wanted to leave them out.

Vice-Chairman Davis stated that Gateway Village West is a very large area. It seemed to him that the property on the west side of Eucla should be part of Gateway Village West but going east from Eucla it seems like a transitional area into the downtown. Perhaps the Gateway Village West should be split up into two different areas, or the Town Core area can be extended to Eucla.

When reading the vision for Gateway Village East it seemed very light and brief. To him it’s an important part coming into Downtown and it seems like we didn’t really understand what the vision of this area could be. Additionally, the forestry site is in the public space area, but should be in the Gateway Village East.

Interim Director of Community Development Torrico stated that they show the forestry site as two different areas. The area that the forestry building is on is part of the public area and the area to the east, which is currently for sale, was put into Gateway Village East.

Vice-Chairman Davis wanted the person who takes on the forest site development to understand that this is a great place for homes and families to occupy. The vision statement for this area should discuss these types of things. He liked the bike path diagrams and integrating the paths in the streets. For Gateway Village West he asked if we know how many owners would the developer have to work with if they would like to make this whole area housing.

Planning Commission Minutes Page 3
November 16, 2023
Interim Director of Community Development Torrico stated that there are multiple owners and it would require some land assembly on the developers’ part. As part of the Housing Element, the City is required to create a lot consolidation ordinance to incentivize the consolidation of Housing Element housing sites.

Commissioner Shirley inquired about the requirement for off-site parking to be sold or leased separately for for-sale units.

Mr. Pergakes stated that this is for renters and not intended to be used for for-sale units, and he will need to change the wording in the report.

Commissioner Shirley addressed the infrastructure section and stated that grade three moderate defects on infrastructure is estimated to deteriorate in the next ten to fifteen years, grade two is estimated to deteriorate in the next twenty years. While that seems like a long way off, it’s really not and we should be concerned about the infrastructure when a development is being proposed. Is it accurate that we could have some failure in the future and do we have a plan in place to address these possible failures?
Interim Director of Community Development Torrico stated that as part of this document we are doing an EIR that will look at all the potential impacts of these developments. Part of this is to look at the sewer and storm drains to evaluate these types of issues. Each developer will be required to do a sewer or storm drain study to determine any potential failures and deficiencies.

Commissioner Green thanked the consultant for the great report. She has been to the community workshops throughout the process, which was very interesting. She knows that each development will have their own set of questions and answers when they propose their development to the City.

Chairman Bratt stated that he appreciates the detailed report and it’s a great document to get started. He believes we should have different design standards when developing next to singlefamily areas. Gateway Village East, for example, no one wants to have a house with a threestory building behind them. Perhaps we need to divide Gateway Village East and provide different standards for development adjoining the single-family areas. We should be cognizant in trying to blend the different areas together.

At this time Commissioner Barnes recused himself as the discussion will now concentrate on the sub areas within 500 feet of his property.

Mrs. Williams pointed out that within each district the report provides different standards for areas on certain streets or adjacent to certain uses.

Vice-Chairman Davis asked why we were allowing transitional and supportive housing in the four different areas.

Mr. Pergakes stated that there is a law that requires transitional and supportive housing to be allowed in any zone that allows multi-family.

Interim Director of Community Development Torrico stated that is a state law requirement and part of the requirement of the Housing Element so this will be coming to the Commission in the future as part of the change to our Municipal Code.

Planning Commission Minutes Page 4
November 16, 2023
Vice-Chairman Davis stated that transitional means they are out within six months where supportive is moving them into permanent housing. He asked if the project on Foothill is transitional?
Interim Director of Community Development Torrico stated that it was proposed as permanent supportive housing.

Vice-Chairman Davis proposed a minimum of fifteen-foot set back requirements for residential and twenty feet for commercial. So, you could technically have a three to four story building fifteen feet from residential.

Mrs. Williams stated that the setbacks are from property line but the draft document is also proposing step backs for the second and third floors of these developments, which would put the additional two stories further back on the property.

Vice-Chairman Davis stated that maybe there should be no second story windows on that side of the house to allow for more privacy. If they want to have second story windows maybe move the step back to twenty feet. It states that you could have a terrace on the top of the second story but you wouldn’t want to have that only fifteen feet from the other property. You wouldn’t want to have people hanging out on the patio only fifteen feet from someone else’s backyard. Page 77 discusses public space in residential areas. Do we really want people from the public to have access to space inside a residential development?
Mrs. Williams stated that this is for larger projects that would require a publicly accessible component.

Vice-Chairman Davis asked that if you were to develop a multi-family project on the Forest Service site located within the Gateway Village East, would the developer need to have publicly accessible space or would you say that it would only be for the residents.

Mrs. Williams stated that it’s a good point and perhaps they shouldn’t require publicly accessible space in Gateway Village East since it doesn’t have the entertainment portion.

Interim Director of Community Development Torrico stated that this requirement would also apply to mixed-use developments.

Vice-Chairman Davis stated that on page 80 number six, it allows a maximum of seven tables and seats. Why would we put a maximum in the document and not just base it on the size of the restaurant? If you have a larger restaurant they might need more eating space. Page 86 references the DPRB and should probably be removed.

Interim Director of Community Development Torrico stated they left that in there to reflect the current code and when that municipal code changes, the DTSP document will be changed accordingly.

Vice-Chairman Davis stated that page 115 discusses having a downtown core and fixing the buildings up. Can we add something about not fixing the building to the western theme and require to have more original features from the early 1900’s. The northwest corner of Bonita and Exchange where the overhang is falling apart, we would want them to remove it rather than fix it.

Interim Director of Community Development Torrico stated that the overall architectural style for the downtown is Early California.

Planning Commission Minutes Page 5
November 16, 2023
Vice-Chairman Davis stated that’s not western so we should say we want it to be more Early California rather than western. Can this be added to the document? He also asked if we would have to do any code changes based on this document.

Mrs. Williams stated there will be some changes, but this document will supersede the code for now. Planning may need to do some clean up in portions of the code, but this document will stand as the new standard.

Commissioner Shirley stated that on page 166 under new development, the increase in water needs were significant. He wanted to make sure that we will have enough water to continue to supply the City. Other cities have had issues with new developments and being able to provide water to the developments. He is concerned that we are considering where we are now and what will be proposed in the next twenty years and that we will have enough water so as not to have to fight for our water rights.

Vice-Chairman Davis stated that the plan shows where the City would need to potentially invest in the infrastructure portion such as more water and larger sewer systems. As each project comes up, it will need to be dealt with at that time. He asked if the City would assess fees for sewer? Interim Director of Community Development Torrico stated that there are different ways to accomplish this. Districts could be created to require impact fees to be paid. Each project will need to do their own analysis to see what the impacts are and how they will mitigate these impacts. When these funds come in, the City would use these fees to upgrade infrastructure.

Commissioner Shirley is worried about future droughts and he’s concerned that there might be some issues in the future and we should put a plan in place now to deal with this.

Interim Director of Community Development Torrico when a project comes in, utility plans are submitted. The developers send out letters to the utilities letting them know about the development and the utilities would let the developer know what impacts they might be looking at and how they might need to resolve any potential issues.

Commissioner Green discussed the downtown core and preserving our history. She’s concerned about the way things will look when the light rail comes through. Some of the buildings need to be fixed up to look as good as the rest of the City and they are part of the first impression people will get about the City.

Chairman Bratt stated that when the train comes in they will mostly see the backsides of buildings so he feels that signage is going to be an important element for the back of the buildings and we should look at getting these areas fixed up a bit.

Vice-Chairman Davis stated that the Planning Commission comments will be recorded and sent to City Council for review.

Senior Planner Anne Moore stated that they will share the comments presented by the Planning Commission to the City Council and Council will provide us with their comments. Both will be incorporated into the revisions and then a community meeting will be held so the members of the public can see the revised document and then give their input on the document. The EIR will be available for public view and circulation when it is finished and will be available for the final hearing of the DTSP document.

Chairman Bratt stated that this isn’t a public hearing so a public comment period is not required, but if someone has something to say to the Commission they can come forward. Page 736 – 798 Planning Commission Minutes Page 6
November 16, 2023
Bob Olander asked after the eventual approval of the DTSP what could be the city’s attempt in using eminent domain to implement the DTSP.

Vice-Chairman Davis stated that the Commission can’t really answer that, but the Council maybe could.

Interim Director of Community Development Torrico stated that the document doesn’t have any language of eminent domain and the City doesn’t intend to use it. Just to clarify that laws have changed that make it more difficult for cities to use eminent domain and can only be used for public uses like parks.

Bob Olander referenced KELO Domain Supreme Court 2005 where land can be taken for private use if it has an economic benefit to the City.

Senior Planner Moore stated that the next step will be presenting this to Council on December 12, 2023 for their comments on the draft and this meeting will be noticed as well.

Mrs. William stated that public comments are encouraged and they can email comments to Anne Moore.

ORAL COMMUNICATIONS
a. Community Development Department
Interim Director of Community Development Torrico gave updates:

There is not much to report. There is nothing scheduled for the meetings in December, but we will let them know if anything gets scheduled. The next items being brought to commission will be the changes that are required by the Housing Element, including transitional/supportive housing in early 2024.
b. Members of the Audience
No communications at this time.
c. Planning Commission
Vice-Chairman Davis asked about the status of the tree ordinance.

Interim Director of Community Development Torrico stated that we are working on it and should possibly be bringing it in February 2024.

Vice-Chairman Davis asked when will we be changing meetings to once a month.

Interim Director of Community Development Torrico stated that we will be moving to once a month starting in January 2024 to the third Thursday of the month at 6:00 p.m. If needed, we could schedule an additional meeting on the first Thursday but the standing Planning Commission meetings will be for the third Thursdays.

Chairman Bratt asked if we are working on combining DPRB into PC. Page 737 – 798 Planning Commission Minutes Page 7
November 16, 2023
Interim Director of Community Development Torrico stated yes, we are working on the code amendment regarding the entitlement process and we are looking to possibly bring that forward in March 2024, which will eliminate DPRB, but also other code changes that will make the entitlement process more streamlined.

Chairman Bratt asked about Planning Commission Academy and what is the plan for next year.

Interim Director of Community Development Torrico stated that we have budgeted for only new commissioners to attend.

ADJOURNMENT
MOTION: Chairman Green moved, seconded by Commissioner Shirley. Motion carried 5-0.

The meeting adjourned at 8:31 p.m. to the regular Planning Commission Meeting scheduled for Thursday, December 7, 2023.
________________________________
David A. Bratt, Chairman
San Dimas Planning Commission
ATTEST:
_______________________
Kimberly Neustice
Senior Management Analyst
Approved:

CITY COUNCIL MEETING // DECEMBER 12, 2023

CITY OF SAN DIMAS

DOWNTOWN SPECIFIC
PLAN
ATTACHMENT 3

MEETING AGENDA
I. Welcome and Update
II. Specific Plan Overview
III. Timeline
IV. Document Overview
V. Opportunity Sites
VI. Next Steps
VII. Questions and Answers

SPECIFIC PLAN OVERVIEW
 Provides a vision for Downtown San
Dimas over the next 20 years
 Creates a lively destination to support
the current and future economic base
 Capitalizes on the new transit station
opening in 2025
 Creates an in-town and regional
destination for San Dimas

SPECIFIC PLAN OVERVIEW
 Establishes new zoning regulations for downtown
(permitted uses, building form, heights, setbacks, site design, etc.)
 Enacts design standards to ensure quality architecture, landscape design, and site/building design
 Ensures streets are safe and user- friendly for all
modes of travel

SPECIFIC PLAN TIMELINE

DOCUMENT OVERVIEW
 Chapter 1: Introduction
 Chapter 2: Vision, Downtown Framework, and Strategies  Chapter 3: Zoning and Land Use
 Chapter 4: Development Standards
 Chapter 5: Design Standards and Guidelines
 Chapter 6: Mobility
 Chapter 7: Infrastructure
 Chapter 8: Administration
 Chapter 9: Implementation
 Chapter 10: Glossary

Public Participation To-Date
 MindMixer Website
 First Community Meeting was held
virtually on February 23rd, 2022
 Project Introduction and Overview
 Breakout Groups- issues facing San
Dimas today & future opportunities
 Second Community Meeting was held in
person on May 11th, 2022
 Received input on where land uses and
activities should be located
CHAPTER 1

Public Participation To-Date
 Third Community Meeting - August 11th, 2022
 Reviewed draft land use plan/categories and
circulation/access
 Fourth Community Meeting - March 29th, 2023
 Open house style event to review preferred
draft land use plan and mobility
improvements
 Planning Commission Study Session –
November 16th, 2023
 Received questions and comments on draft
document from Planning Commission
CHAPTER 1

Vision Statement
Downtown is the heart of the City of San Dimas- a
walkable and vibrant activity center which celebrates and preserves its human-scale character for people of all ages, and provides a diversity of retail, restaurant, cultural, and civic uses, a variety of housing options, and creates local employment opportunities which breathe life and activity into the historic commercial center of the City.

CHAPTER 2

Goals
 Human-scale environment with historic character
 A diverse economy with a broad mix of land uses and activities  Vibrant and active public and private spaces
 A safe and comfortable pedestrian and cycling environment  A range of housing types
 Parking that is supportive of new uses and activities in downtown  “First/last mile” connection to transit
 Sustainable development
CHAPTER 2

Zoning and Land Use
 Six zones
 Each zone to
have unique
character,
allowable land
uses, and
development
standards
 Housing
Element Sites
Overlay
CHAPTER 3

Gateway Village - West
 Brings new activity and vibrancy to
the western portion of the SP area
 Mixed-use buildings and
developments
 Entertainment, retail, restaurant,
personal services, office, hotel,
residential
 Commercial and open space
amenities required to be integrated
into new residential projects
 Height and density concentrated
here
CHAPTER 3

Transit Village
 Special zone for station-adjacent
parcels and blocks, build upon
the success of existing Grove
Station project. New
developments encouraged to
incorporate similar site design,
building form, and architectural
elements
 Similar uses permitted as
Gateway Village West
 High priority on pedestrianoriented site design
CHAPTER 3

Gateway Village - East
 Transitional zone from
downtown to sensitive
existing established
surrounding residential uses
 Variety of uses would be
permitted: residential,
commercial, retail, office and
personal services. Only zone
allowing for development to
be 100% residential
CHAPTER 3

Town Core
 Traditional, historic downtown
segment of the specific plan area.
 New development and
redevelopment projects required
to retain and reflect the historic
feel and scale of the buildings
 Buildings 2-3 stories in height
 Ground floor, pedestrian-oriented
uses required on Bonita and San
Dimas Avenue street frontages
CHAPTER 3

Public/Semi-Public
 Public and semi-public uses for
the growth and general welfare of
the City
 The district allows for joint use
and joint development
opportunities between public,
semi-public, and private uses
 Example of uses include City
government offices, fire station,
sheriff station, post office, and
library
CHAPTER 3

Open Space
 Open space and preservation of
natural resources for outdoor
recreation and education and for
public health and safety
 Uses: Active and passive park,
outdoor plazas
 No residential development
permitted
 Any supporting/accessory
structures would be dependent
on their use and utility
CHAPTER 3

Excerpt of Land Use Table
CHAPTER 3

Development Standards
CHAPTER 4
Development standards will regulate:
 Residential density
 Building massing / floor area ratios
 Number of stories and building heights
 Required building setbacks from streets and surrounding lots  Upper floor building stepbacks
 Vehicular and bicycle parking space requirements
 Open space and landscaping requirements

Excerpt of Development Standards Table
CHAPTER 4

Stepback Example – 3 Stories Next to Public Street
CHAPTER 4

Design Standards and Guidelines
 Establish the design for new buildings or
adaptive reuse of existing buildings
 Design standards are mandatory
requirements that must be satisfied in project
design
 Objective design standards included to
meet recent state law for eligible housing
 Design guidelines will also be included for
design objectives City wants to see, but not
mandatory
CHAPTER 5

Mobility
CHAPTER 6
 Strategy 1: Design a network of complete streets that facilitates safe, comfortable, and accessible connections between destinations while maintaining the small-town character of Downtown.
 Strategy 2: Improve connectivity to transit through the provision of high-quality bicycle and pedestrian infrastructure, streetscape improvements, wayfinding signage, etc.  Strategy 3: Design bicycle and pedestrian networks that are connected and prioritize the safety of all users.
 Strategy 4: Develop and incorporate parking management strategies that encourage efficient use of parking resources and support initiatives that can reduce parking demand needs.
 Strategy 5: Support transit-oriented land use development.

Infrastructure
CHAPTER 7
 Existing conditions and proposed improvements to
serve the Downtown Specific Plan area
 Sewer
 Water
 Storm Drain Systems
 Electrical Services
 Natural Gas
 Telecommunications and Cable

Administration
CHAPTER 8
 This Administration Section sets forth the administrative processes to review proposed land uses and development
 Provides efficient entitlement processing guidance for future development and build-out of the Specific Plan
 Streamlined review of multi-unit and mixed-use residential projects under new state laws

Implementation
CHAPTER 9
 Area Specific Fees, Dedications, and Exactions
 Special Districts (i.e. EIFD’s, Special Assessment
Districts, Business Improvement Districts)
 Federal and State Grants
 Implementation and Phasing

 San Dimas Station North and
South Sites, which were
identified as Housing Element
opportunity sites
 Concept illustrations show a
vision for what could occur in the
area in the future
 New development would be built
and phased over many years

OPPORTUNITY SITES

OPPORTUNITY SITES

OPPORTUNITY SITES
 Arrow Highway Looking Northwest

 CEQA Document Public Review in early 2024
 Community Workshop in early 2024
 Adoption Hearings in Spring 2024

NEXT STEPS

QUESTIONS AND ANSWERS

THANK
YOU
CITY COUNCIL MEETING // DECEMBER 12, 2023

 Include “entertainment” in Vision Statement
 Expand discussion/purpose/vision on Gateway Village East in Section 2.4.4. Also consider more restrictive setbacks to buffer existing single-family residential from new multi-family construction.

Consider limiting windows on upper floors which face single-family residences  For the area east of Eucla within the Gateway Village West zone to the Town Core zone, consider the creation of an additional zoning area or expanding the Town Core boundary further west  In the Design Standards and Guidelines, remove limitations on number of tables allowed for outdoor dining. Provide for wayfinding signage to encourage visitors to downtown.  Parking spaces in ownership (for-sale) multi-family units should not be unbundled. Leave unbundled for rentals (for-lease)
 Consider explicitly stating that architectural style should be Early California and not Western  Concerns that large multi-family developments, especially in Gateway Village East, would be required to have publicly accessible open space

PLANNING COMMISSION COMMENTS

 Why weren’t 159 N. Acacia (General Pump) and 155 N. Eucla (L.A. Signal) included in plan area?
 Why does US Forestry site show 2 zoning designations?  How many units and what kind of units could be built at San Dimas Station North and South?
 How will sewer and water infrastructure be accounted for over 20+ year horizon?  Why is transitional housing allowed in Gateway Village zone?  Should DPRB references be deleted?

PLANNING COMMISSION QUESTIONS

SAN DIMAS HOUSING

AUTHORITY

ACTION MINUTES
DECEMBER 13, 2022

REGULAR MEETING
Officials Present: Chair Emmett Badar, Commissioner John Ebiner, Commissioner Eric Nakano, Commissioner Ryan A. Vienna, Executive Director Chris Constantin

Absent: Commissioner Eric Weber
Staff: Assistant City Manager Brad McKinney, Director of Public Works Shari Garwick, Director of Administrative Services Michael O’Brien, Director of Parks and Recreation Scott Wasserman, Director of Community Development Henry Noh, City Attorney Jeff Malawy, City Clerk Debra Black

HOUSING AUTHORITY ITEMS COMMENTS/RECOMMENDATIONS

1. Approve the December 14, 2021 minutes MOTION: Motion/seconded by Commissioners Vienna/Ebiner to approve the
minutes of December 14, 2021. Motion
carried 4-0.

YES: Badar, Ebiner, Nakano Vienna
NOES: None
ABSENT: Weber
ABSTAIN: None

2. Receive and File the Annual Audit MOTION: Motion/seconded by Commissioners Vienna/Ebiner to receive and
file the annual audit. Motion carried 4-0.

YES: Badar, Ebiner, Nakano Vienna
NOES: None
ABSENT: Weber
ABSTAIN: None

3. Approve the 2022-23 Administrative
Services Agreement with the City of San
Dimas
MOTION: Motion/seconded by
Commissioners Ebiner/Vienna to approve the
Administrative Services Agreement with the
City of San Dimas. Motion carried 4-0.

YES: Badar, Ebiner, Nakano Vienna
NOES: None
ABSENT: Weber
ABSTAIN: None

Approve the December 13, 2022 Housing Authority Minutes Page 2

4. Appointment of Members of the Authority
a. Chair
b. Executive Director
MOTION: Motion/seconded by
Commissioners Vienna/Ebiner to appoint
Emmett Badar as Chair. Motion carried 4-0.

YES: Badar, Ebiner, Nakano Vienna
NOES: None
ABSENT: Weber
ABSTAIN: None
MOTION: Motion/seconded by
Commissioners Vienna/Ebiner to appoint City
Manager Chris Constantin as Executive
Director. Motion carried 4-0.

YES: Badar, Ebiner, Nakano Vienna
NOES: None
ABSENT: Weber
ABSTAIN: None
Adjourned: 8:45 pm
I, Debra Black, City Clerk attest that these draft minutes are accurate and reflective of the actions taken by the City Council.
________________________________
Debra Black, City Clerk

San Dimas Housing Authority
Agenda Item Staff Report
To: San Dimas Housing Authority
For the Meeting of December 12, 2023
From: Chris Constantin, Executive Director
Prepared by: Michael O'Brien, Director of Administrative Services Subject: Approve an Administrative Services Agreement between the San Dimas Housing Authority and the City of San Dimas in an Estimated Amount of $316,000
____________________________________________________________________________

SUMMARY
Approval of annual Administrative Services Agreement between the San Dimas Housing Authority and the City of San Dimas in order to recoup costs for Administrative oversight of the Housing Authority program.

RECOMMENDATION
Staff recommends that the Commissioners:
• Approve the attached Administrative Services Agreement with an estimate of approximately $316,000.

FISCAL IMPACT
The Administrative Services costs were included in the adopted 2023-24 budget.

BACKGROUND
With the dissolution of redevelopment agencies, HSC Section 34176 provided that a City Council could elect to retain the housing assets and functions of a dissolved redevelopment agency. On January 24, 2012 the City Council of the City of San Dimas adopted Resolution No. 2012-06 electing to have the San Dimas Housing Authority retain the housing assets and functions of the dissolved San Dimas Redevelopment Agency.

Shortly after the assets and functions were transferred, many of the programs and functions were curtailed due to the elimination of new funding from tax increment set-aside funds. However, there

Approval of Administrative Services Agreement Page 2
For the Meeting of December 12, 2023
were programs and functions that needed to be maintained for the continued operations of the housing assets. The personnel, equipment, and facilities to maintain the Authority' s functions have been provided by existing City staff and operations. When the Council approved the FY 2023-24 Annual Capital and Operating Budget, they approved the concept of the Housing Authority reimbursing the City for the personnel and expenses for managing the Housing Authority functions. To effectuate the reimbursement the City and Authority need to enter into an annual Administrative Services Agreement.

DISCUSSION/ANALYSIS
The current programs and functions of the Authority include:
• Oversight of management and maintenance of the Monte Vista Apartments. • Mobile Home Rehab Grant program.
• Reconstruction of the house on the Taylor property.
• On-going and expansion of homelessness programs and initiatives. • Monitoring and compliance with low- and moderate-income housing requirements and updates to the Housing element.
• Accounting, treasurer, public meeting coordination, and clerical support for the general Authority functions.
• Future housing developments.

The attached Agreement includes an estimate of the personnel hours and costs of this year's reimbursement. The estimated number of personnel hours is very conservative. The total cost based upon the estimate is just under $300,000 but could be higher based upon housing activities.

The City will be reimbursed based upon the actual costs at the end of the year.

ALTERNATIVES
Deny the agreement and significantly reduce services of the Housing Authority to accommodate the lack of funding available to pay for the services.

ENVIRONMENTAL REVIEW
Pursuant to CEQA guidelines Section 15061 (b)(3), CEQA does not apply to this item because there is no potential for causing a significant effect on the environment. Therefore, no additional environmental review is needed at this time.

Respectfully submitted,
Michael O'Brien
Director of Administrative Services

Approval of Administrative Services Agreement Page 3
For the Meeting of December 12, 2023
Attachments:

1. Administrative Housing Estimates

2. Housing and Administrative Services Agreement

ATTACHMENT 1

ADMINISTRATIVE SERVICES AGREEMENT

BETWEEN

CITY OF SAN DIMAS AND SAN DIMAS HOUSING AUTHORITY
ESTIMATED BUDGET FY 23-24
Administrative Services Hours Productive Hourly
Rate
Cost
City Manager 40 228.65 $ 9,146.00
Assistant City Manager 30 180.08 $ 5,402.40
Administrative Services Director 50 153.86 $ 7,693.00
City Clerk 10 110.48 $ 1,104.80
Accounting Supervisor (2) 30 103.07 $ 3,092.10
Community Development
Director of Development Services 20 150.45 $ 3,009.00
Planning Manager 20 114.94 $ 2,298.80
Senior Planner 20 112.66 $ 2,253.20
Associate Planner (2) 20 92.77 $ 1,855.40
Housing Manager 1040 110.42 $ 114,836.80
Management Analyst 1040 78.65 $ 81,796.00
Management Aide 1040 65.79 $ 68,421.60
Public Works
Public Works Director 20 172.21 $ 3,444.20
Engineering Manager 20 137.84 $ 2,756.80
Parks & Recreation
Parks & Recreation Director 15 164.45 $ 2,466.75
Faciliities Manager 20 111.02 $ 2,220.40
Facilities Supervisor 20 79.37 $ 1,587.40
Facilities Maintenance Worker (3) 20 75.85 $ 1,517.00
Building Maintenance Aide (4) 20 46.03 $ 920.60

TOTAL PERSONNEL
$90,919.15
$ 315,822.25
TOTAL EXPENDITURES $ 315,822.25

RATES ARE PRODUCTIVE

HOURLY NUMBERRATES OF HOURS ARE

ESTIMATES

ATTACHMENT 2

ADMINISTRATIVE SERVICES AGREEMENT
This Agreement entered into this 12th day of December, 2023 by and between the City of San Dimas, hereinafter referred to as "City" and the San Dimas Housing Authority, hereinafter referred to as "Authority".

WITNESSETH
WHEREAS, the City has the personnel, supplies and equipment required for the operation of the Authority's housing properties and program.

WHEREAS, the Authority is desirous of utilizing said personnel, supplies and equipment.

NOW, THEREFORE, in consideration of the foregoing recital, the parties hereby do agree as follows:

1. Authority contracts with the City to provide personnel, supplies and equipment to maintain the effective operation of the Authority' s housing properties and program.

2. City agree to provide Authority with adequate personnel, supplies and equipment.

3. This agreement may be terminated upon 30 days written notice by either party with the incurred charge to date due upon termination.

4. This agreement shall provide for services rendered from July 1, 2023 through June 30, 2024.

5. Authority agrees to pay the City annually based upon the actual hours of work performed by the personnel who provide services to the Authority. Those employees may include City Manager, Assistant City Manager, Administrative Services Director, City Clerk, Accounting Supervisor, Housing Manager, Management Analyst, Management Aide, Community Development Director, Planning Manager, Senior Planner, Associate Planner, Director of Parks and Recreation, Facilities Manager, Facilities Supervisor, Facilities Maintenance Worker and Building Maintenance Aide.

6. The total cost based upon an estimate is $283,567, but could be higher based upon housing activities.

CITY OF SAN DIMAS SAN DIMAS HOUSING AUTHORITY
BY: BY:

Mayor Chairman
ATTEST:

City Clerk

San Dimas Housing Authority
Agenda Item Staff Report
To: San Dimas Housing Authority
For the Meeting of December 12, 2023
From: Chris Constantin, Executive Director
Prepared by: Michael O'Brien, Director of Administrative Services Subject: Receive and File the Housing Authority Annual Audit Report ____________________________________________________________________________

SUMMARY
The Housing Authority Annual Audit Report is submitted for Council’s information.

RECOMMENDATION
Staff recommends that the Housing Authority receive and file the Annual Audit Report.

FISCAL IMPACT
There is no fiscal impact for the recommended action.

BACKGROUND
In 2014, State legislation was adopted requiring Housing Successor Agencies to former Redevelopment Agencies, in our case the San Dimas Housing Authority, receive an annual report. The purpose of the report is to provide the Authority and public with a report on the housing assets and activities for a given fiscal year. Information for the report is generated from an independent financial audit and staff. There is specific information required to be included in the audit and annual report. The annual report and Auditors report are for activities in FY 2022- 23 ending June 30, 2023.

DISCUSSION/ANALYSIS
This report covers the assets and activities from the former redevelopment agency which excludes assets or activities of the Charter Oak Mobile Home Park which is not a former agency asset. In summary the audit opinion finds that the Housing Authority complies, in all material respects, with all internal controls over compliance.

The Housing compliance report reviews the amounts deposited into the Low- and ModeratePage 781 – 798 Approval of the Housing Authority Annual Audit Report Page 2 For the Meeting of December 12, 2023
Income Housing Asset Fund (LMIHAF) along with the ending balance, description of expenditures, transfers, project descriptions, status of compliance, outstanding obligations, income test, senior housing test, and the excess surplus test.

The requirement to determine if the Authority has an excess amount of surplus revenue is defined as an unencumbered surplus over $1,000,000 or the total of four years’ worth of deposits, whichever is greater. The audit concluded that the Authority has an excess surplus balance of $538,363 for the 2022-23 fiscal year. A calculated surplus began on July 1, 2020, in the amount of 648,262 and increased to $1,736,924 by July 1, 2022. The Successor Housing expense the original surplus amount of $648,262, reducing the surplus calculation by $1,198,561 to a total excess surplus of $538,363. The remaining surplus amount should be expensed or encumber by July 1, 2024.

The housing successor audit did not identify any deficiencies in internal control over compliance that the auditors considered to be of material weakness.

The auditors’ opinion also concluded that the Housing Successor complied, in all material respects, with the types of compliance requirements that could have a direct and material effect on the Housing Successor for the year ending June 30, 2023. The audit and report will also be posted on the City’s website, per the requirement of the legislation.

ALTERNATIVES
The San Dimas Housing Authority Board could elect not to approve the report which would mean we would not meet the deadline for posting the annual report.

ENVIRONMENTAL REVIEW
Pursuant to CEQA guidelines Section 15061 (b)(3), CEQA does not apply to this item because there is no potential for causing a significant effect on the environment. Therefore, no additional environmental review is needed at this time.

Respectfully submitted,
Michael O'Brien
Director of Administrative Services
Attachments:

1. Independent Auditors’ Report On Compliance with Applicable Requirement and on Internal Control Over Compliance.

2. Housing Successor Annual Report

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-1-
INDEPENDENT AUDITORS’ REPORT ON

COMPLIANCE WITH APPLICABLE REQUIREMENTS

AND ON INTERNAL CONTROL OVER COMPLIANCE
To the Honorable City Council
City of San Dimas, California
Report on Compliance for the Housing Successor
Opinion
We have audited the City of San Dimas Housing Successor’s (the Housing Successor) compliance with the type of compliance requirements described in the California Health and Safety Code sections applicable to California Housing Successor Agencies for the year ending June 30, 2023.

In our opinion, the Housing Successor complied, in all material respects, with the types of compliance requirements referred to above that could have a direct and material effect on its Housing Successor for the year ending June 30, 2023.

Basis for Opinion
We conducted our audit of compliance in accordance with auditing standards generally accepted in the United States of America (GAAS) and the standards applicable to financial audits contained in Government Auditing Standards, issued by the Comptroller General of the United States, and the audit guidelines issued by the California State Controller’s Office. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether noncompliance with the types of compliance requirements referred above that could have a direct and material effect on Housing Successor occurred.

We are required to be independent of the Housing Successor and to meet our other ethical responsibilities, in accordance with relevant ethical requirements relating to our audit. We believe the audit evidence we have obtained is sufficient and appropriate to provide a basis for our opinion on compliance for the Housing Successor.

However, our audit does not provide a legal determination of the Housing Successor’s compliance with those requirements.

ATTACHMENT 1

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Responsibilities of Management for Compliance
Management is responsible for compliance with the requirements referred to above and for the design, implementation, and maintenance of effective internal control over compliance with the requirements of laws, statutes, regulations, rules, and provisions of contracts or grant agreements applicable to the Housing Successor’s general programs.

Auditor’s Responsibility for the Audit of Compliance
Our objectives are to obtain reasonable assurance about whether material noncompliance with the compliance requirements referred to above occurred, whether due to fraud or error, and express an opinion on the Housing Successor’s compliance based on our audit. Reasonable assurance is a high level of assurance but is not absolute assurance and therefore is not a guarantee that an audit conducted in accordance with GAAS, GAS, and the audit guidelines issued by the California State Controller’s Office will always detect a material misstatement when it exists. The risk of not detecting a material misstatement resulting from fraud is higher than for one resulting from error, as fraud may involve collusion, forgery, intentional omissions, misrepresentations, or the override of internal control. Noncompliance with the compliance requirements referred to above is considered material if there is a substantial likelihood that, individually or in the aggregate, it would influence the judgment made by a reasonable user of the report on compliance about the Housing Successor’s compliance with the requirements of the government program as a whole.

In performing an audit in accordance with GAAS, GAS, and the audit guidelines issued by the California State Controller’s Office, we:
 Exercise professional judgment and maintain professional skepticism throughout the audit.
 Identify and assess the risks of material noncompliance, whether due to fraud or error, and design and perform audit procedures responsive to those risks. Such procedures include examining, on a test basis, evidence regarding the Housing Successor’s compliance with the compliance requirements referred to above and performing such other procedures as we considered necessary in the circumstances.  Obtain an understanding of the Housing Successor’s internal control over compliance relevant to the audit in order to design audit procedures that are appropriate in the circumstances and to test and report on internal control over compliance in accordance with GAAS and the audit guidelines issued by the California State Controller’s Office, but not for the purpose of expressing an opinion on the effectiveness of the Housing Successor’s internal control over compliance. Accordingly, no such opinion is expressed.

We are required to communicate with those charged with governance regarding, among other matters, the planned scope and timing of the audit, significant audit findings, and certain internal control–related matters that we identified during the audit.

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Report on Internal Control Over Compliance
A deficiency in internal control over compliance exists when the design or operation of a control over compliance does not allow management or employees, in the normal course of performing their assigned functions, to prevent, or detect and correct, noncompliance on a timely basis. A material weakness in internal control over compliance is a deficiency, or combination of deficiencies in internal control over compliance, such that there is a reasonable possibility that material noncompliance with a compliance requirement will not be prevented, or detected and corrected, on a timely basis. A significant deficiency in internal control over compliance is a deficiency, or a combination of deficiencies, in internal control over compliance that is less severe than a material weakness in internal control over compliance, yet important enough to merit attention by those charged with governance.

Our consideration of internal control over compliance was for the limited purpose described in the Auditor’s Responsibility for the Audit of Compliance section and was not designed to identify all deficiencies in internal control over compliance that might be material weaknesses or significant deficiencies in internal control over compliance. Given these limitations, during our audit we did not identify any deficiencies in internal control over compliance that we consider to be material weaknesses, as defined above. However, material weaknesses or significant deficiencies in internal control over compliance may exist that have not been identified.

Our audit was not designed for the purpose of expressing an opinion on the effectiveness of internal control over compliance. Accordingly, no such opinion is expressed.

The purpose of this report on internal control over compliance is solely to describe the scope of our testing of internal control over compliance and the results of that testing based on the requirements of California Health and Safety Code sections applicable to California Housing Successor Agencies. Accordingly, this report is not suitable for any other purpose.

Report on Excess/Surplus Calculation
We have audited the financial statements of the governmental activities, each major fund, and the aggregate remaining fund information of the City of San Dimas as of the year ended June 30, 2023, and have issued our report thereon dated December 6, 2023, which contained unmodified opinions on those financial statements. Our audit was conducted for the purpose of forming opinions on the financial statements as a whole. The accompanying report on excess/surplus calculation is presented for purposes of additional analysis only and is not a required part of the financial statements. Such information is the responsibility of management and was derived from the financial statements. The report on excess/surplus calculation has not been subjected to the auditing procedures applied in the audit of the basic financial statements, and accordingly, we do not express an opinion or provide any assurance.

San Bernardino, California
December 6, 2023

City of San Dimas
Computation of Housing Successor Excess/Surplus (HSC 34176.1) For the year ended June 30, 2023
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Opening Fund Balance 3,450,463 $ 2,426,850 $
Less Unavailable Amounts:

Encumbrances (Section 33334.12(g)(2)) 81,650 $ 247,655 $ Total unavailable amounts (81,650) (247,655)
Available Low & Mod Funds 3,368,813 2,179,195
Limitation (Greater of $1,000,000 or four years of deposits) Aggregate amount deposited for last four years:
2022-2023 - $ 415,973 $
2021-2022 443,391 443,391
2020-2021 449,437 449,437
2019-2020 332,031 332,031
2018-2019 407,030 -
Total Amounts Deposited for Last 4 Years 1,631,889 1,640,832 Base Limitation 1,000,000 1,000,000
Greater Amount 1,640,832 1,631,889
Computed Excess Surplus 1,736,924 $ 538,363 $
Low & Moderate
Hosung Funds
All Project Area
July 1, 2022
Low & Moderate
Housing Funds
All Project Area
July 1, 2023
Please note: In accordance with HSC34176.1(d), if a housing successor has an excess surplus, the housing successor shall encumber the excess surplus for the purposes described in paragraph (3) of subdivision (a) or transfer the funds pursuant to paragraph (2) of subdivision (c) within three fiscal years. If the housing successor fails to comply with this subdivision, the housing successor, within 90 days of the end of the third fiscal year, shall transfer any excess surplus to the Department of Housing and Community Development for expenditure pursuant to the Multifamily Housing Program or the Joe Serna, Jr. Farmworker Housing Grant Program. For purposes of this subdivision, "excess surplus" shall mean an unencumbered amount in the account that exceeds the greater of one million dollars ($1,000,000) or the aggregate amount deposited into the account during the housing successor's preceding four fiscal years, whichever is greater.

ATTACHMENT 2

HOUSING SUCCESSOR ANNUAL REPORT

REGARDING THE

LOW AND MODERATE INCOME HOUSING ASSET FUND
FOR FISCAL YEAR 2022-2023 PURSUANT TO
CALIFORNIA HEALTH AND SAFETY CODE SECTION 34176.1(f)

FOR THE
CITY OF SAN DIMAS – HOUSING

AUTHORITY
This Housing Successor Annual Report (Report) regarding the Low and Moderate Income Housing Asset Fund (LMIHAF) has been prepared pursuant to California Health and Safety Code Section 34176.1(f) and is dated as of November 30, 2023. This Report sets forth certain details of the City of San Dimas Housing Authority activities during Fiscal Year 2022-2023. The purpose of this Report is to provide the governing body of the Housing Successor an annual report on the housing assets and activities of the Housing Successor under Part 1.85, Division 24 of the California Health and Safety Code, in particular sections 34176 and 34176.1 (Dissolution Law).

The following Report is based upon information prepared by Housing Successor staff and information contained within the independent financial audit of the Low and Moderate Income Housing Asset Fund in the City of San Dimas, Financial Statements for Fiscal Year 2022-2023 as prepared by Rogers, Anderson, Malody & Scott, LLP, which Audit is separate from this annual summary Report; further, this Report conforms with and is organized into sections I. through XI., inclusive, pursuant to Section 34176.1(f) of the Dissolution Law:

I. Amount Deposited into LMIHAF: This section provides the total amount of funds deposited into the LMIHAF during the Fiscal Year. Any amounts deposited for items listed on the Recognized Obligation Payment Schedule (ROPS) must be distinguished from the other amounts deposited.

II. Ending Balance of LMIHAF: This section provides a statement of the balance in the LMIHAF as of the close of the Fiscal Year. Any amounts deposited for items listed on the ROPS must be distinguished from the other amounts deposited.

III. Description of Expenditures from LMIHAF: This section provides a description of the expenditures made from the LMIHAF during the Fiscal Year. The expenditures are to be categorized.

IV. Statutory Value of Assets Owned by Housing Successor: This section provides the statutory value of real property owned by the Housing Successor, the value of loans and grants receivables, and the sum of these two amounts.

CITY OF SAN DIMAS HOUSING AUTHORITY Page 2
V. Description of Transfers: This section describes transfers, if any, to another housing successor agency made in previous Fiscal Year(s), including whether the funds are unencumbered and the status of projects, if any, for which the transferred LMIHAF will be used. The sole purpose of the transfers must be for the development of transit priority projects, permanent supportive housing, housing for agricultural employees or special needs housing.

VI. Project Descriptions: This section describes any project for which the Housing Successor receives or holds property tax revenue pursuant to the ROPS and the status of that project.

VII. Status of Compliance with Section 33334.16: This section provides a status update on compliance with Section 33334.16 for interests in real property acquired by the former redevelopment agency prior to February 1, 2012. For interests in real property acquired on or after February 1, 2012, provide a status update on the project.

VIII. Description of Outstanding Obligations under Section 33413: This section describes the outstanding inclusionary and replacement housing obligations, if any, under Section 33413 that remained outstanding prior to dissolution of the former redevelopment agency as of February 1, 2012 along with the Housing Successor’s progress in meeting those prior obligations, if any, of the former redevelopment agency and how the Housing Successor’s plans to meet unmet obligations, if any.

IX. Income Test: This section provides the information required by Section 34176.1(a)(3)(B), or a description of expenditures by income restriction for five-year period, with the time period beginning January 1, 2015 and whether the statutory thresholds have been met.

X. Senior Housing Test: This section provides the percentage of units of deed-restricted rental housing restricted to seniors and assisted individually or jointly by the Housing Successor, its former redevelopment Agency, and its host jurisdiction within the previous 10 years in relation to the aggregate number of units of deed-restricted rental housing assisted individually or jointly by the Housing Successor, its former Redevelopment Agency and its host jurisdiction within the same time period. For this Report the ten-year period reviewed is January 1, 2012 to January 1, 2022.

XI. Excess Surplus Test: This section provides the amount of excess surplus in the LMIHAF, if any, and the length of time that the Housing Successor has had excess surplus, and the Housing Successor’s plan for eliminating the excess surplus.

This Report is to be provided to the Housing Successor’s governing body by December 31, 2023.

In addition, this Report and the former redevelopment agency’s pre-dissolution Implementation Plan are to be made available to the public on the City’s website at sandimasca.gov.

CITY OF SAN DIMAS HOUSING AUTHORITY Page 3
I. AMOUNT DEPOSITED INTO LMIHAF
A total of $449,437 was deposited into the LMIHAF during the Fiscal Year. Which consisted of rents from the Monte Vista Apartments, interest income and a transfer in from the general fund in the amount of $226,112 which represents the required 20% set aside allocation from the 2020- 21 loan payment from the former redevelopment agency.

Over the past five years going back to January 1, 2018 the Housing Successor fund has received the following deposits.
2022-23 $415,973
2021-22 $443,391
2020-21 $449,437
2019-20 $332,031
2018-19 $407,031
II. ENDING BALANCE OF LMIHAF
At the close of the Fiscal Year, the ending fund balance in the LMIHAF was $2,179,195.

Over the past five years the Housing Successor ending available fund balance has been the following.
2022-23 $2,179,195
2021-22 $3,450,463
2020-21 $3,564,003
2019-20 $3,684,857
2018-19 $3,690,327
III. DESCRIPTION OF EXPENDITURES FROM LMIHAF
The following is a description of expenditures from the LMIHAF by category:
m

CITY OF SAN DIMAS HOUSING AUTHORITY Page 4
ount
Monitoring & Administrative Expenditures Fiscal Year Amount 2022-23 $ 331,780
2021-22 $ 214,765
2020-21 $ 180,990
2019-20 $ 181,340
2018-19 $ 30,563
Total July 1, 2017 - June 30, 2022 $ 939,438
Fiscal Year Amount
Homeless Prevention and Rapid Rehousing Services
Expenditures 2022-23 $ 45,000
2021-22 $ 55,214
Total July 1, 2017 - June 30, 2022 Total July 1, 2021 - June 30, 2023 100,214.00 Fiscal Year Amount
Housing Development Expenditures 2022-23 $1,062,806
● Expenditures on Low Income Units 2021-22 $ 286,952
● Expenditures on Very-Extremely Low Income Units 2020-21 $ 389,302 ● Total Housing Development Expenditures 2019-20 $ 163,030 ● Bond Payment for Improvements to property that
provides low income rental units. 2018-19 $ 322,595
Total July 1,2017 - June 30, 2022 $2,224,685
Fiscal Year Amount
2021-22 $1,439,586
2020-21 $ 501,717
2019-20 $ 570,292
2018-19 $ 344,370
2017-18 $ 353,158
Total LMIHAF Expenditures

CITY OF SAN DIMAS HOUSING AUTHORITY Page 5
IV. STATUTORY VALUE OF ASSETS OWNED BY HOUSING SUCCESSOR IN LMIHAF Under the Dissolution Law and for purposes of this Report, the “statutory value of real property” means the value of properties formerly held by the former redevelopment agency as listed on the housing asset transfer schedule approved by the Department of Finance as listed in such schedule under Section 34176(a)(2), the value of the properties transferred to the Housing Successor pursuant to Section 34181(f), and the purchase price of property(ies) purchased by the Housing Successor. Further, the value of loans and grants receivable is included in these reported assets held in the LMIHAF.

The following provides the statutory value of assets owned by the Housing Successor.

As of End of
Fiscal Year 2023
Statutory Value of Real Property Owned by Housing Authority $1,249,000 Value of Loans and Grants Receivable $0
Total Value of Housing Successor Assets $1,249,000
V. DESCRIPTION OF TRANSFERS
The Housing Successor did not make any LMIHAF transfers to other Housing Successor(s) under Section 34176.1(c)(2) during the Fiscal Year.

VI. PROJECT DESCRIPTIONS
The Housing Successor does not receive or hold property tax revenue pursuant to the ROPS.

The following is a description of project(s) for which the Housing Successor receives or holds property tax revenue pursuant to the ROPS as well as the status of the project(s):

Project Name Status of Project
No projects at this time.

CITY OF SAN DIMAS HOUSING AUTHORITY Page 6
VII. STATUS OF COMPLIANCE WITH SECTION 33334.16
Section 34176.1 provides that Section 33334.16 does not apply to interests in real property acquired by the Housing Successor on or after February 1, 2012; however, this Report presents a status update on the project related to such real property.

With respect to interests in real property acquired by the former redevelopment agency prior to February 1, 2012, the time periods described in Section 33334.16 shall be deemed to have commenced on the date that the Department of Finance approved the property as a housing asset in the LMIHAF; thus, as to real property acquired by the former redevelopment agency now held by the Housing Successor in the LMIHAF, the Housing Successor must initiate activities consistent with the development of the real property for the purpose for which it was acquired within five years of the date the DOF approved such property as a housing asset.

The following provides a status update on the real property or properties housing asset(s) that were acquired prior to February 1, 2012 and compliance with five-year period:

Deadline to
Initiate
Date of Development
Address of Property Acquisition Activity Status of Housing Successor Activity Monte Vista Apartments 7/4/96 City continues to operate L&M apartments.

Taylor Property 9/17/01 Asset was transferred to Habitat for Humanity on 11/7/2022 And is no longer owned by the Housing Authority.

CITY OF SAN DIMAS HOUSING AUTHORITY Page 7
VIII. DESCRIPTION OF OUTSTANDING OBLIGATIONS PURSUANT TO SECTION 33413 Replacement Housing: According to the 2010-2015 Implementation plan for the former redevelopment agency, no Section 33413(a) replacement housing obligations were transferred to the Housing Successor. The former redevelopment agency’s Implementation Plans are posted on the City’s website at sandimasca.gov.

Inclusionary/Production Housing. According to the 2010-2015 Implementation Plan for the former redevelopment agency, no Section 33413(b) inclusionary/production housing obligations were transferred to the Housing Successor. The former redevelopment agency’s Implementation Plans are posted on the City’s website at sandimasca.gov.

IX. EXTREMELY-LOW INCOME TEST
Section 34176.1(a)(3)(A) requires that the Housing Successor must require at least 30% of the LMIHAF (after monitoring and administration expenses and homeless housing expenses) to be expended for development of rental housing affordable to and occupied by households earning 30% or less of the AMI. If the Housing Successor fails to comply with the Extremely-Low Income requirement in any five-year report, then the Housing Successor must ensure that at least 50% of the funds remaining in the LMIHAF be expended in each fiscal year following the latest fiscal year following the report on households earning 30% or less of the AMI until the Housing Successor demonstrates compliance with the Extremely-Low Income requirement. This information is provided below for the 2014 – 2019 period.

At January 1, 2014 the Successor Housing Authority had a beginning available fund balance of $422,041. From January 1, 2014 to June 30, 2019, the Successor Housing Authority has had deposits totaling $4,610,367. The total available fund balance including new deposits from January 1, 2014 to 06/30/2019 is $5,032,408, which represents the beginning base line for the extremely-low income test. From that number we deduct $129,839 for monitoring and administrative expenditures as shown on page 4 above. The baseline for the 30% test is $4,902,569. 30% of the baseline $4,902,569 is $1,470,771. The Housing Authority has spent $2,448,558 on Housing Development Expenditures during the 2014-2019 five year look back period which has resulted in an ending fund balance of $3,690,327. $2,448,558 is equivalent to 50% of the baseline fund balance figure of $4,902,569.

The next look back period for the extremely-low income test will take place at the end of the 2024- 25 fiscal year. The look back will encompass the July 1, 2020 – June 30. 2025 five-year period.

CITY OF SAN DIMAS HOUSING AUTHORITY Page 8
X. SENIOR HOUSING TEST
The Housing Successor is to calculate the percentage of units of deed-restricted rental housing restricted to seniors and assisted by the Housing Successor, the former redevelopment agency and/or the City within the previous 10 years in relation to the aggregate number of units of deed-restricted rental housing assisted by the Housing Successor, the former redevelopment agency and/or City within the same time period. If this percentage exceeds 50%, then the Housing Successor cannot expend future funds in the LMIHAF to assist additional senior housing units until the Housing Successor or City assists and construction has commenced on a number of restricted rental units that is equal to 50% of the total amount of deed-restricted rental units.

The following provides the Housing Successor’s Senior Housing Test for the 10-year period of January 1, 2013 to January 1, 2023:

Senior Housing Test January 1, 2009 to January 1, 2019
# of Assisted Senior Rental Units 10
# of Total Assisted Rental Units 10
Senior Housing Percentage 100%
XI. EXCESS SURPLUS TEST
Excess Surplus is defined in Section 34176.1(d) as an unencumbered amount in the account that exceeds the greater of one million dollars ($1,000,000) or the aggregate amount deposited into the account during the Housing Successor’s preceding four Fiscal Years, whichever is greater.

Per the auditor’s report the available fund balance on hand exceeds the amounts deposited into the Housing Successor over the past 4 years which totals $1,640,832. The amount on hand is $2,426,850 with $247,655 of encumbrances which lowers the total available fund balance to $2,179,195 which is $538,363 above the threshold.

SAN DIMAS PUBLIC FACILITIES

FINANCING CORPORATION

ACTION MINUTES
DECEMBER 13, 2022

REGULAR MEETING
Officers Present: President Emmett Badar, Vice President John Ebiner, Secretary/Treasurer Constantin, Board Member Eric Nakano, Board Member Ryan A. Vienna

Absent: Board Member Eric Weber
Staff: Assistant Manager Brad McKinney, City Attorney Jeff Malawy, City Clerk Debra Black, Administrative Services Director Michael O’Brien

HOUSING AUTHORITY ITEMS COMMENTS/RECOMMENDATIONS

1. Approval of minutes of the December 14,
2021 meeting.

MOTION: Motion/seconded by Board
Members Ebiner/Vienna to approve the
minutes of December 14, 2021. Motion
carried 4-0.

Yes: Badar, Ebiner, Nakano, Vienna
Noes: None

Absent: Weber
Abstain: None

2. Appointment of Board Members
a. President
b. Secretary/Treasurer
MOTION: Motion/seconded by VicePresident Ebiner/Board Member Vienna to appoint the Mayor as President. Motion
carried 4-0.

MOTION: Motion/seconded by Board
Member Vienna/Nakano to appoint the Mayor
Pro Tem as Secretary/Treasurer. Motion
carried 4-0.

Yes: Badar, Ebiner, Nakano, Vienna
Noes: None

Absent: Weber
Abstain: None
I, Debra Black, City Clerk attest that these draft minutes are accurate and reflective of the actions taken by the City Council.
________________________________
Debra Black, City Clerk

Agenda Item Staff Report
To: Honorable Mayor and Members of City Council
For the Meeting of December 12, 2023
From: Chris Constantin, City Manager
Prepared by: Debra Black, City Clerk
Subject: Appoint a City Trustee to San Gabriel Valley Mosquito and Vector Board ____________________________________________________________________________

SUMMARY
City Councilmembers represent the City on various outside agencies boards and committees.

The agencies require action be taken by the Council for these appointments.

RECOMMENDATION
Staff recommends that the City Council:
• Appoint a Trustee to the San Gabriel Valley Mosquito and Vector Board for the upcoming term of office.

FISCAL IMPACT
There is no fiscal impact for the recommended action.

BACKGROUND
The City received a request from the San Gabriel Valley Mosquito and Vector Board on October 11, 2023, asking for the reappointment of Mayor Pro Tem Vienna or appointment of a successor for the next term of office, to be determined by the Council (two or four years).

DISCUSSION/ANALYSIS
The City Council is responsible for appointing a representative to the San Gabriel Valley Mosquito and Vector Board. Per the attached letter, staff is presenting this item to Council to receive direction on the Council appointment and communication with the San Gabriel Valley Mosquito and Vector District.

Appoint a Representative to San Gabriel Valley Mosquito and Vector Board Page 2 For the Meeting of December 12, 2023

ALTERNATIVES
Council may appoint a representative now and reconsider this appointment after the March 5, 2024, Election when possible new Councilmembers are seated.

ENVIRONMENTAL REVIEW
Pursuant to CEQA guidelines Section 15061 (b)(3), CEQA does not apply to this item because there is no potential for causing a significant effect on the environment. Therefore, no additional environmental review is needed at this time.

Respectfully submitted,
Debra Black
City Clerk
Attachments:

1. San Gabriel Mosquito and Vector Control District Letter

ATTACHMENT 1