Existing Conditions Analysis for Redlands Transit Villages Specific Plan

EXISTING CONDITIONS ANALYSIS FOR REDLANDS TRANSIT VILLAGES SPECIFIC PLAN

PREPARED FOR THE CITY OF REDLANDS 26 NOVEMBER 2018

I. INTRODUCTION 1. Regional Location. Redlands is located at the base of the San Bernardino 2. Redlands Passenger Rail Project. Metrolink commuter rail service Mountains in San Bernardino County, 60 miles northeast of Los Angeles currently links San Bernardino to Downtown Los Angeles. Work is and 45 miles west of Palm Springs. Redlands is a mid-sized city with a currently underway to introduce rail transit between Redlands and the population of 68,049 in 2016. Figure I-1 shows the location of Redlands San Bernardino Transit Center in the form of the Redlands Passenger in its regional context. Redlands is situated along the Interstate Rail project. The nine-mile route will use the former Atchison, Topeka 10 (I-10) freeway corridor, which links the city with the cities of San and Santa Fe Railway line. While mostly single-track, two miles of Bernardino, Ontario, and Los Angeles to the west and Palm Springs doubletrack will be constructed in the middle to allow vehicles to pass

to the east. Interstate 210 (I-210), or thePalmdale Foothill Freeway, originates each other. There will initially be three stations in Redlands—New York in Redlands, traverses the northwest part of the city, and heads west StreetVictorville near ESRI, Downtown247 Redlands, and University Street near the 138 18 Figure 1-1: Regional Setting

towards Pasadena. 395 University of Redlands—with stations at Alabama and California Streets 5 18 14 to15 be constructed in later phases.

Santa Clarita 138 247

San A n geles National F o r est Fernando 110 210 5 405 18 Big Bear

Burbank 215 S an B ernadino National F o r est 101 15 38

Glendale Pasadena Arcadia 210 Joshua 62 San Tree 210 Rialto 110 605 Rancho Bernardino Yucca Cucamonga 66 Alhambra Baldwin Clairmont Fontana Valley El Monte Covina Beverly 101 Park 62 10 Hills Los Angeles Monterey West Pomona Ontario Park Covina 1 Yucaipa 10 60 215 Redlands Culver Montebello City 60 Chino Joshua T r e e Santa Jurupa Monica 110 71 10 National 405 5 Whittier Valley Cherry P ark South Riverside Valley Inglewood Gate 57 Downey 60 Beaumont Banning El Segundo 105 91 Moreno 1 Hawthorne Valley Manhattan Compton 710 Norwalk Yorba Beach Linda Fullerton Placentia Corona 111 Cerritos 79 Torrance Anaheim 605 15 Carson 58 241 215 243 Palm 405 Springs Perris San 10 Orange Jacinto Cathedral Long City Rancho Beach 22 Rancho Palos Verde Santa Clev eland 74 S anta R osa Ana Hemet 74 Mirage National and Palm Indio 405 Desert 1 58 Winchester 5 F o r est Menifee S an Jacinto Irvine Huntington 241 Lake M ountain s 79 Beach Lake Elsinore Forest National 133 Newport 73 Beach Monument

1 74 Murrieta Laguna Beach Laguna Niguel Temecula 371

Dana 79 Figure I-1. Regional Location. Point San Clemente

15 C lev eland National Redlands Transit Villages Specific Plan I. INTRODUCTION 1 F o r est Existing Conditions Analysis

0 10 20 40 5 76 1-4 MILES IntRoductIon 3. The Specific Plan Area. The Specific Plan applies to parcels located by Judson Street; and to the south by Citrus Avenue, Central Avenue, within approximately one-half mile, or a 10-minute walk, of the New York Redlands Boulevard, Olive Avenue, Brookside Avenue, Ash Street, Pine Street, Downtown Redlands, and University Street. Arrow passenger rail Avenue, Tennessee Street, and State Street. The Specific Plan area also stations. The Specific Plan area is generally bounded to the west by includes the parcels along both sides of Orange Street between Colton Kansas Street, Redlands Boulevard, and Alabama Street; to the north Avenue and Lugonia Avenue. by the I-10 Freeway Colton Avenue, and Sylvan Boulevard; to the east

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St. 1/4 Mile Eureka St. Citrus Ave.Orange St. Kansas St.

5 Minute Walk

New York Avenue Station Downtown University Street Central Ave. Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave. Specific Plan Boundary Arrow Passenger Rail

Figure I-2. Specific Plan Area.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 2 INTRODUCTION 4. Specific Plan Transit Villages. The Specific Plan area is divided into three Avenue. The University Village is located east of Church Street and west Transit Villages: New York Street, Downtown, and University Street. The of Judson Street. Each of these villages has its own unique character, New York Street Village is located generally west of Texas Street and and the proposed Specific Plan will provide land use, development, and Center Street. The Downtown Village is generally bounded to the east by public realm standards that ensure each transit village develops accord- Church Street, and to the west by Texas Street, and includes the parcels ing to (or establishes) its unique character. Land uses – particularly along both sides of Orange Street between Colton Avenue and Lugonia retail – should not compete with those of the other villages.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St.

Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St. 1/4 Mile

Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Avenue Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave. Specific Plan Boundary New York Street Transit Village Arrow Passenger Rail Downtown Transit Village University Street Transit Village Figure I-3. Specific Plan Transit Villages.

Redlands Transit Villages Specific Plan INTRODUCTION 3 Existing Conditions Analysis II. EXISTING URBAN STRUCTURE

1. New York Street Transit Village. Currently the New York Street Transit to the southeast (across the intersection) from the proposed station is Village area is generally car-oriented. Blocks are large and commercial Jennie Davis Park, a 5.2 acre neighborhood park with picnic and play- buildings tend to be placed back from the street behind parking lots or ground facilities. Development to the west of the Esri campus, south landscaped front yards. The 10 and 210 freeway interchange occurs of Redlands Boulevard and the railroad right-of-way, consists primarily above the northwest portion of the Transit Village. Freeway access is of large footprint, light industrial and warehouse buildings. North of provided at Alabama Street and Tennessee Street. Alabama Street, Redlands Boulevard and the railroad tracks, and west of Tennessee Tennessee Street, and Texas Street pass beneath the freeway, connecting Street, are car-oriented shopping centers and fast-food restaurants. the station areas to the neighborhoods north of the freeway, although North of the proposed station and east of Tennessee Street are an the passages are uninviting to pedestrians due to poor lighting and the assorted mix of uses, including Redlands Ford, the Redlands Elks Lodge, sidewalk's adjacency to fast-moving vehicular traffic. The Transit Village the Ayres Hotel, and a Motel 6. North of the freeway are Toyota of is traversed east-west by the railroad tracks, which run along the north Redlands, Empire Bowl, Quality Inn, Hertz, the Salvation Army Store, side of Redlands Boulevard, until New York Street, where they branch and single-family houses. Other buildings and points of interest include off from one another as they proceed eastward. The Mill Creek Zanja Orangewood High School and the Redlands Police Department. The also traverses east-west through the New York Street Village as an open parcels surrounding the proposed New York Street station are largely channel. vacant and underutilized.

The New York Street station will be located along the north side of 2. Downtown Transit Village. The Downtown Transit Village contains the Redlands Boulevard at New York Street. To the south of the proposed Downtown core and the historic Santa Fe Depot. Blocks located east station site is Esri's world headquarters, a beautifully landscaped office of Orange Street, including within Downtown and north of the I-10 free- campus within easy walking distance of the proposed station. Located way, tend to be small and conducive to walkability, while those located

New York Street looking north towards station site. Historic buildings along Orange Street. The Redlands Campus.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 4 II. EXISTING URBAN STRUCTURE west of Orange Street are larger. Freeway access is via the 6th Street 3. University Street Transit Village. The University Village includes the and Orange/Eureka Street offramps. Streets that pass under the free- portion of the University of Redlands campus located south of the Mill way include Texas Street, Eureka Street, Orange Street, 6th Street, and Creek Zanja and Sylvan Boulevard, and Sylvan Park, a community park Church Street; these passages are not conducive to pedestrians due to that provides more than 18 acres of public recreational and open space. poor lighting and the adjacency of the sidewalk to fast-moving vehicular traffic. Blocks within the University Street Transit Village, especially near the proposed station site, are large. Freeway access is via University Street The Mill Creek Zanja enters the Downtown Transit Village from the east and Cypress Avenue. Church Street, University Street, and Citrus Street as an open trench to 9th Street, where it enters a pipe that passes underpass beneath the freeway and, like the other freeway underpasses, are ground through the majority of the Downtown Village. pedestrian and bicycle unfriendly.

The Downtown area, west of Orange Street, is pedestrian-friendly with Parcels located north of the I-10 freeway and west of University Street commercial and mixed-use buildings built adjacent to and accessed are occupied by Sylvan Park, single-family houses, and some multifamily directly from the sidewalk. West of Orange Street, buildings and site buildings. The southeast portion of the Village is occupied primarily by design are more car-oriented, with many buildings located behind multifamily buildings. Like the other transit villages, much of the land street-facing parking lots and/or facing the street with blank facades. surrounding the proposed station site is vacant, underutilized, and ready Parcels west of the proposed station are largely vacant, underutilized, for development. and primed for transit-oriented infill development. A few vacant packinghouse buildings to the north and south of the Santa Fe Depot provide opportunities for adaptive reuse with uses that can activate the station area.

Existing railroad tracks at New York Station site. Downtown Station site. Vacant land east of University Street Station site.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 5 Existing Conditions Analysis 4. Historic Resources. There are a number of buildings within and adjacent to the Specific Plan area that are listed on the National, State, and Local historic registers. The Specific Plan’s development code will provide standards that ensure that new development introduced next to listed buildings is mindful of the massing, height, and setbacks of these buildings.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Avenue Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Specific Plan Boundary Cypress Ave. Arrow Passenger Rail Historic Districts Historic Buildings & Structures Figure II-1. Historic Resources.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 6 II. EXISTING URBAN STRUCTURE 4.1. New York Street Transit Village. There are no listed buildings within • The High Avenue Area. Located between Sixth and Ninth Streets, the New York Street Village, although there is a Victorian house and the High Avenue area contains a number of small cottage residenc- carriage house located along State Street at the terminus of Center es built in the early 1900s, as well as several architecturally note- Place (adjacent to the southern edge of the Esri campus) that has worthy buildings. The physical condition of many of the cottages historic character. in the area is poor, although all have the potential for rehabilitation as small offices. 4.2. Downtown Transit Village. The majority of structures with historic significance are located within the Downtown Transit Village. These 4.3. University Street Transit Village. The Mill Creek Zanja, which runs are located primarily in the following areas: through the University Village area, was designated a California Historical Landmark in 1932 and placed on the National Register of • The Redlands Santa Fe Depot District. The Santa Fe District sur- Historic Places in 1977. The Zanja was built in 1819 to convey water rounding the Downtown train station is listed as a historic district from Mill Creek to farms located east of the city. Now carrying drain- on the National Register of Historic Places. It is located between age water and storm runoff, the canal has the double distinction of Eureka Street, Fifth Street, Stuart Street, and Redlands Boulevard being the oldest continuously operating irrigation canal in California, and contains approximately twenty contributing or significant and the oldest civil engineering project in Southern California. buildings dating from between 1888-1964. Predominantly commercial in nature, the district includes industrial packinghouses, other citrus industry related structures, and the train depot.

• The State Street Area. The area bounded by Orange Street, Cajon Street, Olive Street, 9th Street, and Redlands Boulevard, as well as Orange Street between the railroad right-of-way and Redlands Boulevard, comprises Redlands' old Downtown, and maintains a fine selection of contributing structures. The portion of the historic Downtown located west of Orange Street was demolished to make way for the Redlands Mall in 1977.

The historic Downtown Redlands Depot building. A.C. Smiley Public Library, located just outside the .Historic building along Downtown's Orange Street. Plan Area.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 7 Existing Conditions Analysis 5. Building Types. There are a variety of building types within, and in uses. Block-form buildings typically have zero side yard setbacks and the vicinity of, the Specific Plan area. These range from single-family are located at the back of sidewalk, forming a continuous "street wall" houses to house-form multifamily buildings (duplexes, triplexes, and along the sidewalk. These buildings have commercial ground floors and quadplexes, and courts), to block-form mixed-use buildings. House- can have residential or commercial upper floors, although most mixed- form building types are placed back from their property lines behind use buildings in Redlands currently have commercial upper floors. The front yards, side yards, and back yards and are massed and scaled to proposed buildings within a quarter-mile of the future stations will be resemble single-family houses. These buildings typically accommo- mainly the block-form types, although house-form building types will be date residences, but along corridors can be converted to commercial appropriate for new development that occurs near existing residential neighborhoods.

Single Family Houses. House-form quadplex. House-form court.

House-form rowhouse. House-form residential Block. Mixed-Use Block.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 8 II. EXISTING URBAN STRUCTURE 6. Civic Buildings and Sites. Civic buildings are buildings that accom- the surrounding neighborhoods. Schools within the Specific Plan area modate meetings, education, and religious or cultural activities. They include Orangewood High School, Redlands Adventist Academy, and include important landmarks such as the Lincoln Memorial Shrine, the the southern portion of the University of Redlands. There are approxi- historic U.S. Post Office building, and the Santa Fe Depot, as well as mately 16 churches within the Specific Plan area, some located within public and private schools, churches, clubs, libraries, government build- single-family houses. Clubs within the Plan Area include the Rotary Club ings such as City Hall and the Police Department Annex Building, and of Redlands, the Elks Lodge, and the historic Masonic Lodge. outdoor venues such as the Redlands Bowl. Civic buildings and sites are plentiful within the Specific Plan area, and are well embedded within

Lincoln Memorial Shrine. First Congregational Church. Historic Redlands Post Office Building.

Redlands Bowl. Redlands City Hall.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 9 Existing Conditions Analysis 7. Frontages. Frontage types provide a transition between the pubic realm as awnings, balconies, and bay windows. Key to successful building of the street and the private realm of building interiors. They add inter- frontages are ample windows and entries that are accessed directly from est to a building's massing, help transition the scale of a building to the sidewalk. Existing buildings within the Specific Plan, as shown in the street (for instance, the scale of a two-story building next to a one- the below photos, employ a variety of these various frontage types and story front building can be reduced with the introduction of a one-story elements. The proposed Specific Plan will provide frontage standards porch), and add a human-scale to buildings. Frontages include entry to ensure that new buildings face the street and open spaces with types, such as porches, stoops, dooryards (terraces enclosed by a low pedestrian-oriented, human-scaled facades. wall or hedge), arcades, and shopfronts, as well as other elements such

Front Yard. Porch. Stoop.

Dooryard. Arcade. Shopfronts and awnings.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 10 II. EXISTING URBAN STRUCTURE 8. Existing Building Heights. The majority of the buildings within the Specific Plan area are one-story in height.

8.1. New York Street Transit Village. With the exception of three-story buildings on the Esri campus, the majority of buildings within the New York/Esri Village are one-story. Many of the one-story light industrial and retail buildings within this Village have higher-ceiling spaces, presenting tall one-story facades to the street.

8.2. Downtown Transit Village. The majority of buildings within the Downtown Transit Village are one- and two-story in height. A notable exception is the Citibank building, which is six-stories tall. In addition, many of the old packinghouse buildings surrounding the station are one-story buildings with tall interiors.

8.3. University Street Transit Village. The majority of the buildings within the University Village are one- and two-story in height. Single- family houses tend to be one-story, and multifamily buildings tend to be two-story.

The six-story Citibank Building.

Esri's three-story world headquarters building. Two-story mixed-use building along State Street. Tall packinghouse building.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 11 Existing Conditions Analysis 9. Historic Building Heights. While Redlands' rich heritage of single-family houses is relatively intact, many of Reldands' commercial buildings have been demolished. While many of these buildings were up to three and four stories in height, they employed varied massing (including towers), frontage types, and architectural elements such as rafter tails, cornices, awnings, and assorted window types and sizes that ensured that the massing and height was varied, interesting, and human-scaled.

This proposed Specific Plan will provide building articulation standards that ensure that new buildings, regardless of architectural style, are built with massing and architectural strategies employed by Redlands' historic predecessors. To promote transit ridership by locating more residents and/or workers in close proximity to the three stations (and to meet the General Plan's goal to preserve agricultural and open space surrounding the city by encouraging future development to occur within the core areas of the city), building densities, intensities, and heights should be higher than the one- and two-story heights of most buildings within the Plan Area. This Specific Plan will ensure that these buildings Casa Loma Hotel, Circa during the late 1800s, shortly after it opened (A.K. human-scaled, pedestrian-friendly, and reflect "Redlands character." Smiley Public Library Archives).

State Street looking toward Mt. San Bernardino (A.K. Smiley Public Library View looking down State Street in front of La Posada Hotel during the 1950s Archives). (A.K. Smiley Public Library Archives).

Redlands Transit Villages Specific Plan Existing Conditions Analysis 12 II.. EXISTING URBAN STRUCTURE 10. Building Height Precedents. The photos on this page show examples of buildings that employ building articulation strategies that ensure that taller buildings are human-scaled, pedestrian-friendly, and "of Redlands."

3-story mixed-use building with 5-story tower. 5-story mixed-use building.

4-story mixed-use building with 5-story corner. 3-story and 4-story mixed-use buildings. 4-story mixed-use building with 5-story corner.

4-story mixed-use building. 4-story mixed-use building. 4-story mixed-use building.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 13 Existing Conditions Analysis 11. Open Space. There are several parks within the Specific Plan area that provide open space and recreational opportunities to surrounding residents, workers, and visitors. As multifamily housing and/or offices are introduced around the station areas, these parks will provide valuable open space for future residents, office workers, and visitors.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Ave. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Avenue Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd Schools Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave. Specific Plan Boundary Buildings Arrow Passenger Rail Parks Schools Figure II-2. Open Space.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 14 II. EXISTING URBAN STRUCTURE 11.1. New York Street Transit Village. The New York Street Village's sole 11.3. University Street Transit Village. University Village accommodates park, Jennie Davis Park, provides a large grassy lawn, picnic areas, Sylvan Park, an 18-acre community park that contains open space playground equipment, and a small restroom building. The park is amenities such as large lawn areas, individual and group picnic planted with mature trees that provide shade, form the space of the areas, pathways, benches, playground equipment, and a traditional lawn areas, and add character to the park. The Mill Creek Zanja, rose garden. It also accommodates recreational activities such as open and unenclosed at the eastern edge of Jennie Davis Park, lawn bowling, horseshoe pits, and a soon to be built skateboard park. passes along the southern edge of the park. The Orange Blossom The historic Mill Creek Zanja, flanked by the Orange Blossom Trail, trail runs adjacent to Jennie David Park along the southern side of also passes through the center of Sylvan Park. The academic quad- the Zanja (on the opposite bank from the park). Connections to the rangles and other greens on the University of Redlands campus pro- park from the north side of the railroad right-of-way are limited. vide additional open space amenities to the north of the proposed University Village station. 11.2. Downtown Transit Village. The Downtown Village contains two parks within its boundaries: Terrace Park and the north- eastern tip of Smiley Park. Terrace Park is a linear park built along the south side of Colton Avenue between Orange Street and Church Street. It accommodates a path down its center that is flanked by palm trees on its south side and deciduous trees on the other, along Colton Avenue. The portion of Smiley Park within the Downtown Transit Village consist of the lawns, paths, and benches that surround Bird's-eye view of Jennie Davis Park. Bird's-eye view of Smiley Park. the historic Police Annex building. While the Police Annex provides a welcoming face to the Park, the building along the north side of the park fronts the park with blank, windowless wall. The rest of Smiley Park, which meanders through the historic Smiley Neighborhood, is home to the Redlands Bowl amphitheater, the Lincoln Memorial Shrine, the A.K. Smiley Library, shuffleboard courts, and a restroom building. It also provides open lawn areas, paths, benches, and is planted with groves of mature trees. Bird's-eye view of a segment of Terrace Park. Bird's-eye view of Sylvan Park.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 15 Existing Conditions Analysis 12. Vacant and Non-Conforming Parcels. There are a number of vacant land is vacant, or sites with buildings with blank walls that face the parcels located within the Specific Plan area, mostly concentrated street. Buildings on some of these sites are vacant or accommodate along and near the railroad right-of-way. In addition, there are many underperforming businesses. These non-conforming parcels also parcels that currently contain development that does not contribute tend to be located along the railroad right-of-way. Together, the vacant to the walkable, multi-modal, urban environment envisioned by the and non-conforming parcels offer the perfect opportunity for building General Plan. Examples include sites where a parking lot is located a pedestrian-friendly, transit-oriented, mixed-use, environment around between the building and the sidewalk, sites where the majority of the each of the Specific Plan’s transit stations.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Ave. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave.

Specific Plan Boundary Vacant Parcels Arrow Passenger Rail Non-Conforming Parcels Figure II-3. Vacant and Non-Conforming Parcels.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 16 II. EXISTING URBAN STRUCTURE 12.1. New York Street Transit Village. The majority of the portions of the New York Street Street Village located north of the Mill Creek Zanja and west of Tennessee Street consists of non-conforming parcels. Many of these parcels contain light industrial and warehousing buildings that house uses that, by their nature, are not pedestrian-oriented. Some of these parcels, particulalry those located within a quarter mile of the station, could be redeveloped with mixed-use, multi-story, transit-related uses. The parcels located north of the proposed station site on both sides of New York Street are vacant, offering prime opportunities for introducing mixed-use, transit-oriented development immediately next to the future station.

12.2. Downtown Transit Village. Large portions of the Downtown Transit Village contain vacant, underutilized, and non-confirming parcels. The majority of the vacant parcels are situated adjacent to the railroad tracks, while many of the non-conforming parcels are located along both sides of Redlands Boulevard west of Orange Street. Chief among these is the currently vacant Redlands Mall, which faces Redlands Boulevard with blank walls set back behind surface parking lots. In addition, there Vacant and underutilized parcels around the New Vacant and underutilized parcels around the are a few, vacant historic packinghouse York Street Station. Downtown Station. buildings near the future station that offer opportunities for uses that could activate the station area.

12.3. University Street Transit Village. There are many vacant parcels located to the south and east of the proposed station site that offer opportunities for transit-oriented infill development around the proposed station.

Vacant and underutilized parcels around the A parking lot separates the sidewalk from the win- University Street Station. dowless building.

Redlands Transit Villages Specific Plan II. EXISTING URBAN STRUCTURE 17 Existing Conditions Analysis III. GENERAL PLAN AND ZONING

1. Land Use - General Plan. Residential land use designations assigned to the Specific Plan area include the Medium Density Residential (up to 15 du/acre) and High Density Residential (up to 27 du/acre). Non-residential land use designations are Office, Commercial, Commercial/Industrial, Industrial, Public/ Institutional, and Parks. The majority of the New York Street Village consists of non-residential land use designations, with the exception of multifamily residential assigned to the southern portion of the Village. The Downtown Transit Village is also primarily non-residential, with multifamily allowed along its eastern edge. Land use designations assigned to the University Street Transit Village are primarily residential, except the institutional designations associated with the University of Redlands campus to the north of the proposed station site. The General Plan Transit Villages overlay enables residential uses in a mixed-use configuration within a half-mile of each station (see Section III.2 that follows).

Lugonia Ave

Brockton Ave. Church St.

Route 10 10 Minute Walk New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Specific Plan Boundary Medium Density Residential Industrial Olive Ave. Arrow Passenger Rail High Density Residential Public/Institutional Very Low Density Residential Office Agriculture Low Density Residential Commercial Parks/Golf Courses Cypress Ave. Low Medium Density Residential Commercial/Industrial Housing Conservation Figure III-1. General Plan Land Use Designations.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 18 III. GENERAL PLAN AND ZONING 2. Land Use - General Plan Transit Villages. The Transit Villages Section of the 2035 General Plan enables the Transit Villages Overlay Zone (TVOZ), which applies to areas within a half mile radius of each future rail station. The TVOZ promotes strong connections to each station through vehicular, pedestrian, and bicycle access enhancements, and also allows mixed-use development within its boundaries. The TVOZ introduces the Mixed Use Core, which enables high development intensities to the parcels located within a quarter-mile radius of the New York Street and University Street stations. While the Mixed Use Figure 4-8: Transit Village Land Use Cores indicate areas where higher intensity mixed-use development are encouraged, such development may take place in the TVOZ outside of the cores as well. The TVOZ boundaries of the New York Street, Downtown, and University stations will be adjusted asFigure part X-X:of thisTransit Specific Village and Plan General process, Plan Land and Use the adopted Specific Plan boundary will be the TVOZ boundary.

210

SAN BERNADINO AVE

SAN BERNARDINO COUNTY

PENNSYLVANIA AVE

s diu Ra ile M /2 1 EAST VALLEY CORRIDOR SPECIFIC PLAN LUGONIA AVE LUGONIA AVE CALIFORNIA ST

dius Ra ile M /4 1 ORANGE TREE LN ile Radius 1/2 M

s ST TEXAS iu BROCKTON AVE 1 10 ad /2 M R ile CALIFORNIA ST e Ra il di M us 4 ORK ST / UNION AVE 1 UNIVERSITY ST NEW Y CHURCH ST ORANGE ST ALABAMA ST

COLTON AVE COLTON AVE REDLANDS BLVD 1/ 4 M ile R a d iu s IOWA ST IOWA NEW YORK ST Town Center Town Town NEW JERSEY ST Center Center ALABAMA ST ALABAMA DOWNTOWN UNIVERSITY

KANSAS ST STUART AVE RE REDLANDS Service Commercial OF REDLANDS LOMA LINDA PARK AVE DLA EUREKA ST ND S BL ORIENTAL AVE NEVADA ST NEVADA VD Town Corridor 3 West Center

Corridor 2 Corridor Corridor 3 East Neighborhood 2 CENTRAL AVE CENTRAL AVE General Plan Land Use Draft Downtown Speci c Plan

Land Use 1 Corridor Very Low Density Residential STATE ST Town Center Neighborhood 2 State Street District CITRUS AVE Low Density Residential STATE ST CITRUS AVE Corridor 1 Neighborhood 1 Low Medium Density Residential Corridor 2 Medium Density Residential 10 Corridor 3 West

High Density Residential CAJON ST

Corridor 3 East TENNESSEE ST Commercial CYPRESS AVE State Street District ORANGE AVE Commercial/Industrial CENTER ST Neighborhood 1 BROOKSIDE AVE FERN AVE REDLANDS BLVD O ce Neighborhood 2 Public/Institutional OLIVE AVE Service Commercial Light Industrial Public Open Space Park Resource Presevation BARTON RD SAN MATEO ST Agriculture

Mixed Use Core East Valley Corridor Specic Plan 500-foot AQMD Buer from Freeway Proposed Street Transit Village Overlay Zone Proposed Passenger Rail Downtown Specic Plan 0 500 1000 0002 Redlands City Limits FEET

Figure III-2. General Plan Transit Villages. April 7,2016 4-34 LivabL e Community Redlands Transit Villages Specific Plan III. GENERAL PLAN AND ZONING 19 Existing Conditions Analysis 3. Land Use - Zoning. Residential uses within the Specific Plan area are permitted only on parcels zoned Multi-Family Residential (R-2 and R-3) and on all parcels governed by the current Downtown Specific Plan (Specific Plan No. 45) as shown in Figure III-3 below. The parameters that define the relationship of a building to the street – building height and front yard setbacks – are summarized in Table III-1 on the following page.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Specific Plan Boundary Single-Family Residential Open Space Arrow Passenger Rail Multi-Family Residential Specific Plan Industrial Public/Institutional Flood Plain Cypress Ave. Administrative Transitional Commercial Agriculture Figure III-3. Existing Zoning Districts

Redlands Transit Villages Specific Plan Existing Conditions Analysis 20 III. GENERAL PLAN AND ZONING Table III-1. Existing Zoning District Standards Zoning District Max. Height Front Setback 3.1. New York Street Transit Village. Permitted land uses within the majority of the New York Street A-P Administrative and No max. 15 ft. (1- and 2-story) station are primarily commercial, administra- Professional 20 ft. (3-story) tive, and industrial (A-P, C-M, C-3, C-4, E, M-1, 25 ft. (4-story) A-P-C Administrative- 2 stories / M-2). Multi-family residential uses (R-2, R-3) Professional-Commercial 4 stories next to freeway are allowed in the southern portion of the Village C-1 Neighborhood Stores 1 story / 20 ft. 40 ft. south of State Street. Allowed building heights C-2 Neighborhood 2 stories / 40 ft. 50 ft. within the commercial zones are, for the most Convenience Center part, unlimited. Allowed building heights for C-3 General Commercial no limit / 4.0 FAR no requirements the multifamily residential zones range from 2.5 C-4 Highway Commercial no limit / 4.0 FAR no requirements to 4 stories. Minimum front setbacks for the C-M Commercial Industrial no limit / 2.0 FAR 10 ft. / 25 ft. if on major or secondary commercial zones are not stipulated, whereas highway, adjacent to or across street residential setbacks range from 15 to 25 feet – from residential zone, school, or park generally deeper than appropriate for a mixed- E Educational no max. / 25 ft. / 10 additional ft. for each story use, pedestrian oriented transit village. over 35 ft. requires CUP above 2nd story I-P Industrial no max. 25 ft. / 50 ft. if on major or secondary 3.2. Downtown Transit Village. Permitted non-resi- highway, adjacent to or across street dential land uses within the Downtown Transit from residential zone, school, or park Village are primarily commercial and adminis- M-1 Light Industrial 50 ft. 10 ft. / 25 ft. if on major or secondary trative (A-P, C-3, C-4). Multi-family residential uses (R-2) are allowed within the eastern edge of M-2 General Industrial 50 ft. highway, adjacent to or across street from residential zone, school, or park the Village south of State Street, and within the O Open Space 55 ft. 25 ft. parcels subject to the current Downtown Specific Plan. Allowed building heights within the com- R-2 Multiple-Family 2.5 stories / 35 ft. 25 ft. min. / 40 ft. max. Residential mercial zones are, for the most part, unlimited, while allowed building heights within the multi- R-2-2000 Multiple-Family 3 stories 25 ft. (1- and 2-story) / 40 ft. max. family zones range from 2.5 stories to 3 stories. Residential 35 ft. (3-story) / 50 ft. max. The zero setbacks allowed by the Downtown R-3 Multiple-Family 4 stories 15 ft. (1- and 2-story) / 40 ft. max. Specific Plan are conducive to pedestrian-friendly, Residential 20 ft. (3-story) / 40 ft. max. transit oriented development. 25 ft. (4-story) / 40 ft. max. T Transitional 10 ft. min. / if abutting a residential 3.3. University Street Transit Village. Land uses with- zone, shall be less than that required in the University Village are primarily residential for residential zone (R-2) and Educational (E). Minimum front set- SP-TC Specific Plan - Town 3 stories or 55 ft. 0 ft. backs range from 15 to 25 feet – generally deeper Center / 2.0 FAR than appropriate for a mixed-use, pedestrian SP- TC-H Specific Plan - Town 3 stories or 55 ft. 0 ft. / min. 50% of front grand-level oriented transit village. Center - Historic facade within 10 ft. of PL SP-SC Specific Plan - Service 3 stories or 55 ft. 10 ft. Commercial / 2.0 FAR Redlands Transit Villages Specific Plan III. GENERAL PLAN AND ZONING 21 Existing Conditions Analysis IV. TRANSPORTATION

The Redlands Transit Villages Specific Plan presents the opportunity to capitalize on the coming Redlands passenger rail system by laying out a framework for the development of a walkable environment that connects people to the rail system at the New York, Downtown, and University stations. In order to ensure that accessibility and connectivity is maintained for all modes, multi-modal strategies must be considered to support the coming rail system, and adjacent development.

1. Walking in the Future Transit Villages. Some portions of the Plan Area – primarily within the Downtown Transit Village and in residential neighborhoods north and south of the study area – consist of an urban roadway network that facilitates walking and connectivity. However, substantial portions of the Plan Area consist of megablocks (blocks measuring more than 500 feet by 500 feet) that contain vacant and underutilized land or suburban developments with large parking lots. State Street. Orange Street Alley. These megablocks have less signalized intersections, maximizing vehicular throughput at the expense of pedestrian comfort and safety. They create hostile environments for pedestrians, who must walk long distances with limited crossing opportunities. Megablocks also limit connectivity for cars and buses by reducing opportunities for turning movements.

Other limitations to walkablity include the I-10 underpasses at Alabama street, Tennessee Street, New York Street, Texas Street, Eureka Street, Orange Street, and University Street currently are unpleasant for pedestrians and cyclists to pass through due to insufficient lighting and the location of the sidewalk immediately next to fast-moving traffic.

1.1. New York/Esri Transit Village. Sidewalks within the New York Village area are generally located next to the curb and lack street trees, although trees are sometimes planted in front yards of adjacent properties. There are several locations where continuous planters are provided between the curb and the sidewalk (along Tennessee Street Redlands Boulevard in front of Redlands Mall. and portions of Colton Avenue and State Street), providing separation between pedestrians and passing automobiles, although street trees are either absent or are palm trees, which do not provide shade or generate a sense of enclosure to the street.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 22 IV. TRANSPORTATION 1.2. Downtown Transit Village. State Street, lined with buildings that face the rest of the Downtown Village are typically 8 feet wide and located and are accessed from the sidewalk and shaded by stately ficus trees, adjacent to the curb. is Redlands' prime pedestrian-friendly street. Surrounding streets within the historic Downtown are fronted with street-facing and 1.3. University Street Transit Village. Many streets within the Village, sidewalk-accessed buildings, but could be improved with street trees particularly those surrounding the station area, are missing sidewalks. (although the 10-foot width of many of these sidewalks make it a chal- Sidewalks within the surrounding residential neighborhoods tend to lenge to introduce trees). Consideration should be given to planting be separated from the curb by continuous planters planted with trees. trees in the parking lane between parking spaces. Sidewalks within

Brockton Ave. Brockton Ave.

Route 10 St. Grove Church St. University St. University New York St.

1/2 Mile St. Texas

Colton Ave. University of Redlands

Alabama St. Route 10 Judson St.

E Kansas St. Kansas 1/4 Mile

tS egnarO .tS akeru . University VillageStreet New York Avenue Station Station DowntownDowntown Redlands Redlands Ave. Station Route 10

Downtown ESRI Citrus Ave.

Redlands Blvd. Tennessee St. Tennessee

Cajon St. Brookside Ave. Pedestrian Challenges

Hwy Underpasses Olive Ave. Cypress Ave. Super Blocks

Figure IV-1. Street Network and Megablocks.

Redlands Transit Villages Specific Plan IV. TRANSPORTATION 23 Existing Conditions Analysis 2. Bicycling in the Transit Villages. As shown in Figure IV-2, the existing bicycle network outside the Plan Area – particularly to the south of the Plan Area – is relatively well developed, but is lacking within the Plan area. Bicycle connectivity to the future Downtown Station – including from the neighborhoods located to the north of the freeway – is critical for generating multi-modal access to the train station. The Orange Blossom Trail, a Class 1 facility, has been built at the western and eastern ends of the Plan Area. However, as seen in Figure IV-2, the connection through Downtown has yet to be built.

The 2015 Redlands Bicycle Master Plan proposes the introduction of bike facilities along several corridors within the Plan Area (see Figure VI-2) which provide generally good connectivity throughout the Plan Area and to each Arrow Rail Station. In order to maximize the use of these facilities, however, they should be designed to be appealing to a wide range of cyclist abilities, particularly along busier roads.

a. New York Street Transit Village. Aside from the western segment Class II bike lane on Brookside Avenue. of the Orange Blossom Trail, there are no existing bicycle facilities within the New York Street Transit Village.

b. Downtown Transit Village. Currently, some east/west facilities exist along Colton Avenue and Citrus Avenue. However, these facilities only exist at the outer edges of the Plan Area. The completion of the Orange Blossom Trail, as well as implementation of other planned facilities within the Plan Area, will greatly improve access to the station and other downtown destinations.

c. University Street Transit Village. Aside from the terminus of the Orange Blossom Trail to the east – which is planned to continue westward – and some bicycle lanes south of the University, there is no consistent bicycle connectivity to and from the University Village. The residential character of most streets within this transit village is a naturally calm environment that facilitates bicycling.

The travel lanes that pass through the Eureka Street underpass do not provide much room for bicycle riders.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 24 IV. TRANSPORTATION Brockton Ave. Brockton Ave.

Route 10 St. Grove Church St. University St. University New York St.

1/2 Mile St. Texas

Colton Ave. University of Redlands

Alabama St. Route 10 Judson St.

E Kansas St. Kansas 1/4 Mile

tS egnarO .tS akeru . University VillageStreet New York Avenue Station Station DowntownDowntown Redlands Redlands Ave. Station Route 10

Downtown ESRI Citrus Ave.

Redlands Blvd. Tennessee St. Tennessee

Bicycle Facilities Cajon St. Brookside Ave. Existing Class 1 Existing Class 2 Existing Class 3 Olive Ave. Cypress Ave. Proposed Class 1 Proposed Class 2 Proposed Class 3

Figure IV-2. Existing Bicycle Network.

Redlands Transit Villages Specific Plan IV. TRANSPORTATION 25 Existing Conditions Analysis 3. Transit in the Transit Villages. Redlands is served by Omnitrans, the primary transit operator in San Bernardino County. Currently, four routes provide service to the Plan Area. These four routes, shown in Figure IV-3 include:

• Route 8. Connects San Bernardino to Crafton Hills College, traveling through the center and western half of the Plan Area via Redlands Boulevard, and Orange Street primarily. Route 8 directly serves the Esri campus along State Street, Downtown at the Redlands Mall, and passes approximately 0.8 miles north of the University of Redlands Village along Lugonia Avenue. • Route 15. Begins in Fontana and terminates in Downtown Redlands. • Route 19. Provides service between Fontana, the San Bernardino Trasnit Center, and Yucaipa. Route 19 serves Downtown Redlands and passes just south of the University of Redlands Village along Citrus Avenue. • Route 208. A commuter service, this route travels primarily along the I-10 Freeway between the San Bernardino Transit Center and Yucaipa, with a stop in Downtown Redlands at the Redlands Mall.

Omnitrans anticipates a system-wide study will be necessary to identify long terms solutions to serve the region once the Arrow passenger train begins operation. Omnitrans bus on Orange Street.

Route Weekday/Saturday Span Weekday/Weekend Key Destinations Headways Route 8 5:00 am – 10:33 pm 30/60 minutes Loma Linda University Medical Center, VA Hospital, San 6:20 am – 6:56 pm Bernardino Transit Center Redlands Mall, Colton Hills College, Orangewood High School, Crafton Hills College Route 15 5:12 am – 10:43 pm 30/60 minutes Fontana Metrolink Station, Rialto High School, San Ber- 6:37 am – 7:30 pm nardino County Court Building, San Bernardino Transit Center, Citrus Valley High School Route 19 4:49 am – 10:36 pm 30/60 minutes Fontana Metrolink, Arrowhead Regional Medical Center, 5:20 am – 9:45 pm Colton City Hall, Walmart, VA Hospital, Loma Linda Medical Hospital, Redlands Mall, Redlands High School, Colton Hills College, Yucaipa City Hall Route 208 6 am trips (2 EB/4WB); 50-60 minutes San Bernardino Transit Center, Redlands Mall, Yucaipa Transit 6 pm trips (4EB/2WB) (Weekday onl Center, Redlands Mall, San Bernardino Transit Center (Weekday only)

Redlands Transit Villages Specific Plan Existing Conditions Analysis 26 IV. TRANSPORTATION Brockton Ave. Brockton Ave.

Route 10 St. Grove Church St. University St. University New York St.

1/2 Mile St. Texas

Colton Ave. University of Redlands

Alabama St. Route 10 Judson St.

E Kansas St. Kansas 1/4 Mile

tS egnarO .tS akeru . University VillageStreet New York Avenue Station Station DowntownDowntown Redlands Redlands Ave. Station Route 10

Downtown ESRI Citrus Ave.

Redlands Blvd. Tennessee St. Tennessee

Cajon St. Brookside Ave. Omnitrans Service

Route 8 Olive Ave. Route 15 Cypress Ave. Route 19 Route 208

Figure IV-3. Existing Transit Network.

Redlands Transit Villages Specific Plan 27 Existing Conditions Analysis 4. Parking. Parking within the majority of the Specific Plan area is pro- Downtown Public and Private Parking Space Inventory MAP B

ALTA

ST ST

ST OHIO CLAY COLTON AVE

vided on the street and on site, either in surface garages or parking lots. POST

ST 10 ON THE TERRACE ST

3RD RAMP LAWTON

Parking within Downtown is provided in on-street spaces, parking lots, ST ORANGE 210 10 OFF RAMP

TEXAS ST 10 ON RAMP 10 FRWY TO 10

11TH ST 11TH STILLMAN FRWY 10 FRWY and the Citrus Avenue parking garage located at the corner of Citrus 8 10 OFF RAMP AVE 3 PEARL AVE 10 ON RAMP

1 12 5 1 3

3 2 5

5 3 2

1 2 3 10 FRWY

3 31 2 26 8 74 2

4 3

4 17 2 Avenue and 6th Street. Per the 2017 Downtown Parking Study, there are 4 46 1 4 8 3 3 2 3 1 3 2 8 1

3 3 7 2 5 2 1 3 2 2

7 5 3 6 13 4 86 3 6 ST DIVISION

3 HIGH AVE

7 4

455 6

4 3

2 8 3

5 1

1 2

28 7

3 450 4 10

3 1 14

6 53 5

2 16

2 32 9 5 17 5

1 2

a total of 8,061 parking spaces within the Downtown Area: 5,050 private 6 2 BONITA ST BONITA 4 8 5 2 7 7 STUART 5 5 5 3 2 5 3 3 1 4 1 2 1 1 45 2 9 1 4 2 1 6 1 1 5 1 3 3 1 2 2 3 2 1 5 1 2 4 2 1 1 9 1 SYLVAN 6 4 8 4 5 18 4 2 5 7 ST CHURCH

1 7 AVE 4 BLVD

1 7 2

1 32 6 12 6 6 23 24 1 2

2 12 5 1 42 spaces and 2,501 public spaces. Of these spaces, 1,915 are on-street 1 PARK

6TH ST 6TH 10

1 1

2 AVE 4

1 1 6 59 1 6

51 7

3 3 6 4 1 53 1 55

ORIENTAL 1

2 3 1 5 2 2 5 4

spaces (see Figure IV-4). 8 287 9

4 5 6 13 9 9 2

2 EUREKA ST 4

9 5

AVE 7 2 54 40 3 Legend 10 OF

99 4

1 101 1

1 177 3 308 RAMP 1

4 19

1 3 2 28 2 F 4 56

100 2

4 Downtown

1 5 7 9 6 1 25 33 4 30 76 8 4 6 10 64 2 14

3 Study Area 1 4 9 8 5 5 10 1 2 7 12 7 1 5 1 6 2 1 4 11 8 1 2 3 2 1 4 5 4 1 CENTRAL AVE 3 2

5 6 7 3 5 3 2 1 1 16 1 4 5 5 3 1 10 1 2 1 1 3

6 Parking and 2

1 4 11

29 4

2 1 1

5 28 Peak time of usage on most weekdays is between 55 2

61 19 1 a. Parking Utilization. 26 3

3 5 22 1 4

4 5 44 9 6 2 Business 2 2 47 3 1 20 7

5 7

4 62 11 4 2 3 3 2 3

4 2 3 14 17 35 4 4 2 1 4 1 4 1 810 1

7 1 Improvement 2 4 3 468 2 3 4 5 8 REDLANDS 8 1 9 8 1 7 3 5 1 61 4 5 1 8 2 1 2 2 4 3 4 2 1 3 1 11 13 284

NTER ST 1 3 13 8 6 1 1 8 7 1 16 8 1 7 5 1 8 7 5 2 16 1 1 3 Area 4 4 2 9 5 2 2 3 MALL ST

2 12:00 pm and 2:00 pm when occupancy ranges between 90% - 100% 2 3

6 5 3

1 1 2 CE 1 28 2 10 25 3 5 39 181 9 11 2 4 2 5 5 6 1 1

1 Parcels

1 3 5 1 8 2

6 1

2 3

4 2 1 2 1 19 70 26 1 5 7 35 BUENA VISTA ST 2 3 9 6 MICHIGAN ST 1 2 5 2 1 3 5 REDLANDS1 1 BLVD4 5 for City lots and 60% - 70% for private lots within the downtown core. 2 80 7 2 5 4 10 8 CITRUS AVE 1 1 4 3 10 7 6 2 6 Parking Lot

2 4 2 2 11 16 2 146 4 94 8 160 187 7 5 11 3 2 5 11 Ownership 1 1 0 5 4 2 4 1 2 3 13 1 3 42 1 26 87 9 Between 2:00 pm and 4:00 pm occupancy decreases slightly about 4 1 2 6 1 5 10 4 5 3 6 7 8 4 2 1 MYRTLE ST Private 3 11 1 1 2 1 1 1 2 9 1 5 9 3 3 40 2 4 City Owned PARKWOOD DR GRANT ST 5 2% - 5%. After 5:00 pm, occupancy generally begins to decrease 3 5 3 4TH ST LA PALOMA ST 1 10 1 SONORA ST On Street 1 1 2 NORDINA ST when some of the professional and service-type businesses close PINE AVE Parking CENTER ST CAJON ST CLARK ST BUENA BROOKSIDEVISTA AVE ST Unmarked OLIVE AVE (see Figure IV-5). Marked GLENWOOD DR FERN AVE LENWOOD HOME PL LINDA PL G DR Exceptions to the typical parking utilization pattern include evenings Figure IV-4. Downtown Public and Private Parking Space Inventory. when other large events are occurring downtown, such as Market Night. On Thursday afternoons and evenings when Market Night occurs, there are two peak periods, one between 12:00 pm and 2:00 pm as is normal, and another between 6:00 pm and 9:00 pm when Average Downtown Parking Usage at Peak Hours MAP C

ALTA

Market Night is open. During these times, the average occupancy ST ST

ST COLTON AVE OHIO CLAY 10 ON

ST THE TERRACE ST

rates in City lots are at or above 100%, with the exception of the 3RD RAMP LAWTON 210 10 OFF RAMP 10 ON RAMP 10 FRWY TO 10

11TH ST 11TH STILLMAN City-owned lot at Citrus Avenue and 4th Street which peaks at 75%. FRWY 10 FRWY 10 OFF RAMP AVE PEARL AVE 10 ON RAMP Private lots were approximately 95% filled in the downtown core dur- 10 FRWY HIGH HIGH AVE

AVE HIGH AVE ST DIVISION RUIZ ST RUIZ

ing this time . ST 3RD

LAWTON ST LAWTON

BONITA ST BONITA TEXAS ST TEXAS

11TH ST 11TH SYLVAN STUART AVE STUART AVE BLVD PARK AVE The Redlands Mall parking lot reaches approximately 55% capacity ST ORANGE SHOPPERS LN ORIENTAL AVE

from 12:00 pm to 2:00 pm on Thursdays and slightly decreases after ST 6TH

9TH ST 9TH 7TH ST 7TH

EUREKA ST CHURCH ST CHURCH 3RD ST 3RD Legend

2:00 pm until 6:00 pm. Between 6:00 pm – 9:00 pm the Redlands REDLANDS BLVD CENTRAL AVE 11TH ST 11TH 5TH ST 5TH Downtown Mall parking lot also reaches 100%, and private lots further from ST10TH Study Area STATE ST REDLANDS

1ST ST 1ST STATE ST MALL ST Parking and SAN GORGONIO DR ENTER ST CITRUS Business State Street such the lot at FedEx reach 90% occupancy. C AVE

BUENA VISTA ST ST 8TH Improvement MICHIGAN ST

KENDALL ST KENDALL CITRUS AVE Area

Parcels

ST 5TH The City has an agreement with the owner of Centennial Plaza to VINE ST MYRTLE ST 0% - 25% 25% - 50% PARKWOOD DR GRANT ST CAJON ST 4TH ST LA PALOMA ST provide 53 parking spaces for public use. Some of these spaces are SONORA ST 50% - 75% OLIVE AVE NORDINA ST PINE AVE 75% - 85% CENTER ST BROOKSIDE AVE CLARK ST BUENA VISTA ST in the surface parking lot and some are in the garage. It should be 85% - 95% 95% - 100% noted that the parking garage rarely exceeds 25% full during peak GLENWOOD DR FERN AVE HOME PL LENWOOD LINDA PL G DR hours, even during Market Night. It is the most underutilized parking Figure IV-5. Average Downtown Parking Usage at Peak Hours.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 28 structure downtown, but could be a valuable resource for longer term Phase 3 (5+ years) parking needs. • Stuart Avenue Parking Garage (serving the Downtown train station). b. Provided Parking. The majority of new development projects generally d. Required Parking. The Redlands Zoning Regulations require on-site accommodate parking on-site under the current parking standards. But parking as follows: for older buildings, especially historic structures, with limited undevel- oped area on their parcel, it can be difficult to meet the current parking Land Use Require Spaces standards. For those not within an exempted area, options are provided within the City Municipal Code to enable these structures to be reno- Multi-family - Apartment vated for new uses and meet a portion of their parking needs. These No bedroom and 1 bedroom unit 1 options include off-site parking (within a specified distance), shared 2 Bedroom units 1.5 parking (for businesses with different peak hours), tandem parking (for 3 or more bedroom units 2 residential uses only), and payment of in-lieu fees. Multi-Family - Condo 2 Guest Parking 1 per 2 units The City does not charge for parking within Downtown other than Non-Residential see Zoning Regulations leasing a small number of spaces at the lot on 7th Street. A portion of Section 18.164.240 the downtown core area is limited to two and three hour parking. This parking is monitored by the Police Department using the Turbo Data These standards are tailored for car-oriented environments, and should Systems software for ticket writing, processing, and electronic data be lowered for transit-oriented developments within the Plan Area. transfer. c. Proposed Parking Improvements. The Downtown Parking Study sug- gests a series of improvements to increase the number of parking spac- Downtown Parking Improvements Phasing Plan MAP D 10 TO 210 FRWY N 10 O 10 OFF RAMP 10 ON RAMP 10 ON RAMP 210 TO 10 FRWY 10 FRWY RAMP

es and improve access to parking (see Figure IV-6). To be implemented 10 FRWY ST 11TH STILLMAN AVE 10 OFF RAMP PEARL AVE 10 ON RAMP in three phases, these include: 10 FRWY HIGH HIGH AVE

AVE HIGH AVE RUIZ RUIZ ST

Stuart Ave. Parking Lot STDIVISION

3RDST

LAWTON ST LAWTON BONITA ST BONITA

STUART AVE ST 11TH SYLVAN STUART AVE BLVD Phase 1 (1 to 2 years) ST TEXAS PARK AVE Orange St. Parking Lot Expansion

SHOPPERS LN ORANGEST

• Re-striping of top level of Citrus Avenue parking garage (funded) ORIENTAL AVE

6TH ST 9TH ST 7TH ST 7th St. Parking Lot Expansion

• Striping of unmarked spaces downtown south of rail road tracks 3RDST

REDLANDS BLVD CHURCHST CENTRAL AVE

11TH ST 11TH 5TH ST

• Expansion of Orange Street lot Funded STATE ST 10TH ST

KENDALL ST EUREKA ST 1STST REDLANDS MALL ST STATE ST

• 7th Street parking lot expansion SAN GORGONIO DR CITRUS Ed Hales Parking Garage AVE

8TH ST CENTER BUENA VISTA ST MICHIGAN ST CITRUS AVE

• Stuart Avenue parking lot development PL

ST 5TH • Additional public on-street spaces through private development TA VINE ST MYRTLE ST MARISK ST Restripe upper level of deck GRANT ST Marking of unmarked of Citrus Avenue garage CENTER ST PARKWOOD DR • Wayfinding signage parking spaces LA PALOMA ST

SONORA ST

CAJON ST CLARK ST RACHEL CT • Security improvements: lighting, cameras, signage, etc. NORDINA ST PINE AVE 4TH ST BUENA VISTA ST GLENWOODDR OLIVE AVE BROOKSIDE AVE • Pedestrian crossing safety improvements (funded) Legend Phase 1 Phase 2 HOME PL LINDA PL Downtown (!T Transit Station Parking Lots FERN AVE Parking Garage ASH ST SONORA GRANT ST MICHIGAN ST èéë Parking and BusinessGLENWOOD Improvement DR Area ALVARADOTraffic Light CIR Marking of unmarked spaces SONORAPossible Shuttle Route ST R Parcels Rapid Flashing BeaconCLARK ST CIR OM Phase 2 (2 to 5 years) ST CYPRESS A AVE • Ed Hales Parking Garage, located at the southeast corner of 6th Figure IV-6. Downtown Improvements Plan. Street and Redlands Boulevard. • Additional on-street parking with private development • Downtown parking shuttle Redlands Transit Villages Specific Plan 29 Existing Conditions Analysis V. STORMWATER AND INFRASTRUCTURE

1. Topography. In general, the terrain of the plan area slopes gently to the 3. Seismic. Per the 2017 General Plan Update EIR, the nearest fault line west at about 2%. is the Redlands Fault of the Crafton Hills Fault Zone, located south of Highland and 5th Ave, and outside of the plan area. 2. Geotechnical. Per the Web Soil Survey, the soils within the plan area are sandy loam and loamy sand – typically good for building and infiltration.

Figure V-1. Existing Fault Lines.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 30 V. STORMWATER AND INFRASTRUCTURE 4. Flooding. The plan area has historically experienced flooding during able” finished floor must be at least 2 feet above the 1% (100-year) base moderate storm events. Portions of the plan area, particulalry the major- flood elevation. In addition, any floodplain cross-section modifica- ity of the parcels within a quarter mile of the three stations are located tions (earthen platforms) may not cause more than a one foot water are within the Flood Zone (see Figure V-2 below). Any new “occupi- surface elevation increase upstream.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave. Specific Plan Boundary Historic Zanja Arrow Passenger Rail Current Zanja 100-Year Flood Plain Figure V-2. Existing 100-Year Floodplain.

Redlands Transit Villages Specific Plan V. STORMWATER AND INFRASTRUCTURE 31 Existing Conditions Analysis 5. Drainage. Per the 2017 Master Plan of Drainage (MPD) Executive and proposed, ranging from multiple detention basins, to a downtown Summary, the City of Redlands has a long history of flooding during “bypass” structure that would direct Zanja flows around the Redlands moderate to severe storm events. Causes of the flooding include both Boulevard storm drain. local and regional storm drain deficiencies. The main cause of the flooding is a lack of conveyance capacities in the Mission Zanja (Zanja), The May 2017 Master Plan of Drainage (MPD) Proposed Priorities, Redlands Boulevard storm drain, and the Oriental storm drain. With a depicted in Figure V-3, show high priority improvements proposed for capacity of approximately 2,400 cubic feet per second (cfs), the Redlands the plan area. In addition, the MPD describes the two following alterna- Boulevard storm drain receives over 4,200 cfs from Zanja and the Carrot tives for dramatically reducing flood events in the Downtown; storm drain and 4,000 cfs from Reservoir Canyon and the Oriental storm drains. All four of these tributaries confluence near the Redlands • A 15’W x 9’H RCB down Redlands Boulevard (see Figure V-4). Boulevard and 9th Street intersection. Over the past three decades, the • A 12’W x 8’H RCB midblock north of Redlands Boulevard that by- focus of several studies has been to reduce the flood potential from the passes Redlands Blvd (see Figure V-5). Zanja and Reservoir Canyon. Several alternatives have been investigated

Figure V-4. MPD Alternative 1.

Figure V-3. Existing Storm Drain Network. Figure V-5. MPD Alternative 2.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 32 V. STORMWATER AND INFRASTRUCTURE 6. Wastewater Treatment. The City is a sewering agency that treats customers and Percolation into Bunker Hill. The City requires new com- approximately 5.6 million gallons of wastewater daily. The Redlands mercial development to provide dual plumbing for irrigation systems to Wastewater Treatment Facility is located in northwest Redlands adja- accommodate the use of recycled/non-potable water. cent to the Santa Ana River. The City’s Wastewater Treatment Plant (WWTP) has the capability of treating 9 million gallons a day (MGD) 7. Sanitary Sewer System. City Sewer Mains, per City of Redlands, service to a secondary level. Of that, 7.2 MGD can be treated to a tertiary level. the plan area as shown in Figure V-6 on the previous page. In general, All wastewater collected and treated is from the City’s service area and wastewater effluent from south of the 10 Freeway flow to the south and discharged within the City’s service area. The City utilizes all wastewater then west in a collector line in Redlands Boulevard, while the effluent collected and treated at its WWTP in its service area for distribution to north of the Freeway flows north and west toward the treatment plant.

Lugonia Ave

Brockton Ave.

10 Minute Walk Church St. Route 10 New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Specific Plan Boundary

Arrow Passenger Rail Cypress Ave. Sewer Mains Figure V-6. Existing Sanitary Sewer System.

Redlands Transit Villages Specific Plan V. STORMWATER AND INFRASTRUCTURE 33 Existing Conditions Analysis 8. Potable Water Supply. The City of Redlands currently serves approxi- Historical weather data from the National Oceanic and Atmospheric mately 24,000 customers with a 5-year average potable water demand Administration (NOAA) and water production data for the City was of 26,165 acre feet per year. Currently, the majority of water is obtained used to identify water supply and demand trends, which most closely from the Santa Ana River, Mill Creek, and groundwater. The City oper- represent an average year, single-dry year, and multiple-dry year periods. ates two surface water treatment plants, 20 wells, 37 booster pumps, Data available for analysis were 1983-2015. Correlation of data indicates 18 reservoirs, and 400 miles of transmission and distribution lines to that during dry years, both single and multiple, demands can increase provide water to its customers. up to 18.4% and supplies can decrease up to 10.3%, cumulatively. Orange St.

Route 10 New York St. Texas St. Alabama St. 10 Minute Walk

1/2 Mile

University of Redlands Redlands Blvd. Judson St.

1/4 Mile

Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Station Station

San Gorgonio Dr. State St. Esri Michigan Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd Orange St.

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave. Specific Plan Boundary Arrow Passenger Rail Water Mains Figure V-8. Existing Water Mains.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 34 V. STORMWATER AND INFRASTRUCTURE Based on the City’s available supplies, the City can continue to meet 11. Non-Potable Water. The city’s non-potable distribution lines are located multiple and single dry year demands. (SBV RUWMP, 2016) in the vicinity of the plan area, as shown Figure V-9 below.

9. Water Distribution. Potable water mains exist in all of the streets of the plan area (see Figure V-8 on previous page), but pressures are unknown.

10. Fire Protection. There are plenty of Fire Hydrants in the plan area, but the water pressures and flow rates are unknown.

Specific Plan Boundary

Figure V-9. Existing Non-Portable Water System.

Redlands Transit Villages Specific Plan V. STORMWATER AND INFRASTRUCTURE 35 Existing Conditions Analysis VI. AREAS OF CHANGE

The following areas of change have been identified based on the analysis described in the previous sections: 1. Areas of Immediate Change. These are areas where transformation in the near future is envisioned. These areas consist of parcels that are vacant or underutilized, and are generally within a quarter mile of the proposed passenger rail stations. They are also areas where multiple parcels are owned by one land owner, facilitating the development of relatively large areas.

Lugonia Ave

Brockton Ave. Church St.

Route 10 10 Minute Walk New York St. University St. Texas St. Alabama St.

1/2 Mile

University of Redlands Redlands Blvd. Colton Ave.

Route 10 Judson St.

1/4 Mile Eureka St. Orange St. Kansas St.

5 Minute Walk

New York Street Station Downtown University Street Route 10 Redlands Blvd. Station Station

San Gorgonio Dr. State St. Esri Michigan Esri Downtown Citrus Ave. State St. Citrus Ave. Tennessee St.

Redlands Blvd

Pine Ave. Brookside Ave. Cajon St. Ash St. . Olive Ave.

Cypress Ave.

Specific Plan Boundary Areas of Immediate Change Arrow Passenger Rail Areas of Incremental/Future Change Figure VI-1. Areas of Change

Redlands Transit Villages Specific Plan Existing Conditions Analysis 36 VI. AREAS OF CHANGE 2. Areas of Incremental/Future Change. These are areas where the urban fabric is more complete and where infill development could occur. Sporadic vacant and underutilized parcels can be found, and properties have not been consolidated.

The focus of the design alternatives will be the parcels identified as "Areas of Immediate Change" in Figure VI-1. These areas are located adjacent to each of the three train stations and consist primarily of vacant and underutilized parcels, many of which have been consolidated under one ownership. The design process for these areas will include developing a The New York Street opportunity area. conceptual, illustrative plan that shows the overall block structure, building footprints, street trees, parks, plazas, and other open spaces, as well as perspective renderings showing how these places could look. The vision generated for these places will inform the development code that is generated as part of this Specific Plan. A form-based code will apply to the entire Specific Plan area (including to both the area of change types identified in Figure VI-1). The land use designations and associated overlays shown in the 2035 General Plan Land Use Map, and possibly the zoning districts in the 2011 unadopted Draft Downtown Specific Plan, will be the starting basis for the Specific Plan development standards and guidelines.

The Downtown opportunity area.

The University Village opportunity area.

Redlands Transit Villages Specific Plan VI. AREAS OF CHANGE 37 Existing Conditions Analysis VII. CONSTRAINTS AND OPPORTUNITIES

A. GENERAL 1. Constraints and Challenges. a. A number of City of Redlands growth management measures and c. There are many vacant and underutilized parcels located within a regulations limit the amount of development that can occur in quarter mile of each station that provide excellent opportunities Redlands. These include: for transit-oriented infill development around each station. • Measure N limits residential development to 400 units per d. The 2035 General Plan land use designations and associated calendar year. Transit Village Overlay Zone (TVOZ) enable mixed-use, transit- • Measure U stipulates a housing mix of 75 percent and single- oriented development around each station. family and 25 percent multifamily dwelling units at buildout. e. The Plan Area is graced with excellent precedents of walkable, b. The blocks within a quarter mile of the stations are "megablocks" tree-lined streets; buildings that face and are accessed from the that, due to their large size, hamper walkability and connectivity. street through appropriate frontages (porches, stoops, shopfronts, etc.); and well-design parks and open spaces that can c. The freeway forms a barrier between the north and south sides of serve as models for development that occurs within the Specific the Specific Plan. Plan's "Areas of Immediate Change." d. The I-10 underpasses currently are unpleasant for pedestrians f. Portions of the Plan Area have an interconnected street network and cyclists to pass through due to insufficient lighting and high- and small blocks – the indispensable foundation of a walk- speed vehicular traffic. able, multi-modal, mixed-use environment. This network can d. Many streets within the Plan Area are designed for cars, but not be extended into the areas identified as "Areas of Immediate for pedestrians and cyclists. Change" in Figure VI-1. e. The 100-year floodplain runs east-west through the Plan Area g. The Orange Blossom Trail provides an opportunity to connect the and covers most of the parcels identified as "Areas of Immediate three station areas. Change" in Figure VI-1. The floodplain crosses large developed h. The Mill Creek Zanja runs the length of the Specific Plan area, areas within a quarter mile radius of each station and includes although it runs through Downtown in an underground channel/ institutional, historic, commercial, residential, and civic struc- pipe. Redesigning the flood water conveyance system as it passes tures. through Downtown could provide an opportunity for relieving or eliminating the 100-year flood zone. 2. Assets and Opportunities i. Future open spaces with the Plan Area and continuous planters a. The Plan Area is well-located in relation to transit and freeway within 's vacant parcels, open spaces and parks, and street net- access. work provide opportunities for incorporating passive stormwater and flood management strategies – such as infiltration basins, b. The arrival of the Arrow Passenger Rail will help catalyze develop- bioswales, or bioretention systems – that can mitigate the ment, particulalry on parcels identified as "Areas of Immediate impacts of floodwater. Change" in Figure VI-1.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 38 VII. CONSTRAINTS AND OPPORTUNITIES B. NEW YORK STREET TRANSIT VILLAGE 1. Constraints and Challenges. a. The New York Street and Texas Street I-10 underpasses are d. Currently Omnitrans Bus Route 8 runs south of the ESRI campus unpleasant for pedestrians and cyclists to pass through due to along State Street. Rerouting Route 8 along Redlands Boulevard insufficient lighting and high-speed vehicular traffic. Texas Street would enable direct transfers to and from Redlands Passenger provides a connection to residential neighborhoods to the north Rail trains. Alternatively, leaving the bus route along State Street and should therefore be prioritized for pedestrian improvements. would suffice since the less than 10 minute walk from State Street b. The land use pattern around the New York Street Transit Village to Redlands Boulevard is through the beautifully and lushly land- is generally industrial and car-oriented in character and buildings scaped Esri campus. and their arrangements on the site generally do not contribute to a walkable, transit-oriented environment. C. DOWNTOWN TRANSIT VILLAGE c. Bicycle facilities are proposed along Redlands Boulevard and 1. Constraints and Challenges. Tennessee Street, both of which are wide, four lane roads that carry significant traffic. While both of these corridors are wide a. While the Eureka Street and Orange Street underpasses have enough to accommodate bicycle lanes, these facilities should be been improved with public art, they still provide an unpleasant designed to ensure they attract a variety of users. If the facilities environment for pedestrians and cyclists to pass through due to are too narrow, many riders will not feel comfortable cycling to the insufficient lighting and high-speed vehicular traffic. station. b. Outside of the historic downtown, the Downtown Village contains d. Areas impacted by the 100-year flood plain within the New York a number of megablocks, including some that accommodate sub- Street Village include the Esri campus and a number of commer- urban, auto-oriented uses and destinations. While redevelopment cial and light industrial buildings located south of the railroad for some of these parcels may be many years away, in the near right-of-way. term their parking lots can be improved to increase pedestrian visibility and to limit pedestrian/vehicle conflicts within those 2. Assets and Opportunities. parking lots. a. The vacant and underutilized lots adjacent to the New York Street c. Bicycle facilities are proposed along Redlands Boulevard and station provide excellent opportunities for residential and/or com- Orange Street (South of Colton Avenue), both of which are four- mercial infill development within easy access to the station. In lane roads that carry high traffic volumes (Orange Street, in par- addition, the parcels located north of the railroad right-of-way are ticular, since it provides access to the I-10 Freeway). The facilities above the 100-year flood plain. should be designed to be comfortable for a wide range of bicycle b. Infill development around the station will create an appealing users and abilities. environment for residents living in the neighborhoods located d. Areas impacted by the 100-year flood plain within the Downtown north of the freeway to pass through on their way to the staion. Village include the majority of the parcels identified as "Areas c. The New York Street Village is located across the street from of Immediate Change" in Figure VI-1, Redlands High School, Jennie Davis Park. This park will provide open space for residents Redlands Fire Station 261, the Redlands Civic Center, as well as and office workers who live and or work in the New York Village. the historic downtown.

Redlands Transit Villages Specific Plan VII. CONSTRAINTS AND OPPORTUNITIES 39 Existing Conditions Analysis 2. Assets and Opportunities. at Central Avenue, although the crosswalk's adjacency to the I-10 a. Historic downtown Redlands has a compact street and block net- on-ramp and fast-moving vehicles accessing the freeway, create work that facilitates multi-modal connectivity. Many of its streets a hostile environment for pedestrians. The addition of crossing – State Street, in particular – are excellent examples of pedestrian- opportunities that are made visible along the University Street friendly roadway design that calms vehicular traffic. Additionally, corridor are critical for the creation of a multimodal environment. Orange Street has a number of pedestrian crossings, facilitating c. Bicycle and pedestrian connectivity between the station area and pedestrian connections between Downtown and the future sta- the neighborhoods south of the freeway is poor. The University tion area. The neighborhoods to the north and to the south of Street I-10 underpass is unpleasant for pedestrians and cyclists to Downtown also have interconnected networks. pass through due to insufficient lighting and high-speed vehicular b. There are many historic resources and contributing buildings traffic. within the Downtown Transit Village. d. University Street, classified as a minor arterial, is a car-oriented, c. Downtown Redlands has alleys that have been transformed into uninspiring speedway that is hostile to pedestrians, and is a sub- pedestrian-only passageways that accommodate street art and standard gateway to the University of Redlands. outdoor dining. Such pedestrian-only passageways could be e. Areas impacted by the 100-year flood plain within the University extended into other parts of the Plan Area. Village include the majority of the parcels identified as "Areas of d. Orange Street can be improved to provide a more inviting connec- Immediate Change" in Figure VI-1, a number of multifamily build- tion for motorists arriving from the I-10 freeway, and for pedes- ings, and the Theater Arts Building at the University of Redlands. trians and cyclists travelling from the residential neighborhoods located to the north of the I-10 freeway. 2. Assets and Opportunities. e. The Orange Blossom Trail, when completed, will provide an alter- a. Proximity to existing residential communities is a major asset native mode of travel between the three transit villages. for this transit village. Residents from all directions are within a f. The New York Street Village is located just beyond a quarter mile 10-minute walk to the station. In addition, the residential neigh- of Smiley Park and its civic offerings. Easy, direct, convenient borhoods located north of Colton Street and east of Grove Street access from the Downtown Station should be provided Smiley are built on and interconnected streets network that facilitates Park. pedestrian and bicycle connectivity. b. The Orange Blossom Trail provides an opportunities for access- D. UNIVERSITY STREET TRANSIT VILLAGE ing Downtown and Esri via bicycle or foot. 1. Constraints and Challenges. c. As the University Village develops over time, bus routes within the vicinity of University Village could be modified to provide a. The University Street Transit Village's existing pedestrian network better transit connectivity to the Village. Potential modifications is incomplete. Existing gaps in the sidewalk network – particulalry include: along University Street, Sylvan Boulevard, Gower Street, and Cook Street – limit existing connectivity to the University and to the • Route 8. Should ridership be determined to be sufficient, future station. Omnitrans may consider installing bus docks adjacent to the b. The only marked pedestrian crossing across University Street is University Village train station, along University Street near Park Avenue.

Redlands Transit Villages Specific Plan Existing Conditions Analysis 40 VII. CONSTRAINTS AND OPPORTUNITIES • Route 19. In the short-term, a stop could be added along Citrus Avenue between University Street and Grove Street. In the long-term, the current route could be modified so it runs up University Street to Central Avenue, along Central Avenue to Grove Street, and then back down to its original route. A bus stop along Central Avenue would provide access to most future development, and would only be about a five-minute walk to the center of campus. Additionally, the modified route would result only in a quarter mile detour, adding only about three minutes to the existing run time.

• Route 208. Due to its role as a commuter service, it is unlikely another diversion from the I-10 would be added to serve University Village. Ideally, Route 208 schedules will synchro- nize with the Arrow Passenger Train/Metrolink trains to allow for seamless transfer opportunities at the Downtown Station.

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