2011

East Pasadena Project Area Background Report

Prepared by:

Future Planners Inc.

2/28/2011
 Table of Content

Chapter 1 Policy and Regulatory Framework ..........................................................................................3

Chapter 2 Land Use ...................................................................................................................................19

Chapter 3 Housing .....................................................................................................................................31

Chapter 4 36

Urban Form & Design ......................................................................................................................................36

Chapter 5 Mobility ......................................................................................................................................43

Chapter 6 Infrastructure ..............................................................................................................................72

Chapter 7 Natural Environmental Resources ........................................................................................77

Chapter 8 Population and Demographics ..............................................................................................79

Chapter 1 Policy and Regulatory Framework

1.1 City Planning Guiding Principles

The starting point of a City‘s General Plan should be its guiding principles. For the City of
Pasadena, there are seven guiding principles supporting the City‘s future direction. These
principles have formed the past growth pattern for Pasadena and will continue to lead local
community development in the future. These guiding principles are: (1) Growth will be targeted to
serve community needs and enhance the quality of life; (2) Change will be harmonized to
preserve Pasadena‘s historic character and environment; (3) Economic vitality will be promoted
to provide jobs, services, revenues and opportunities; (4) Pasadena will be promoted as a
healthy family community; (5) Pasadena will be a city where people can circulate without cars; (6)
Pasadena will be promoted as a cultural, scientific, corporate, entertainment and educational
center for the region; and (7) Community participation will be a permanent part of achieving a
greater city.

The City envisions itself to be a more livable community with a strong economy in the new
century. As most of the City has been built-out, the future growth for local communities has been
directed to high-density, mixed-use infill projects around major transit stations and commercial
corridors. With a unique historic identity and many historical landmarks, the City will balance the
preservation and its future growth. Striking with gentrification and loss of small businesses, the
City will provide more policy tools to maintain business vitality and stimulate local economy. One
of the most attractive principles in the guidelines is that in the future, people can get around the
City without cars. Pasadena is the most bike-friendly city in Los Angeles County, with 50 miles
bike route. The City is currently working with the community to update the 2000 Bicycle Master
Plan, and a new pedestrian plan is also being developed to improve sidewalks, crosswalks, and
paths.

Working together, these guidelines set up the visions for the community future and act as an
overarching policy frame for the City‘s General Plan and its Specific Plans. For example, the
General Plan 2004 Land Use Element built on these seven principles and established a
comprehensive land use policy set to address the change and future growth concerns in the City.
1.2 Existing General Plan

1.2.1 General Plan Elements

There are 15 elements in the existing Pasadena General Plan, four of which are currently being
updated — Land Use, Mobility, Open Space, & Conservation Elements, as shown in the table
below.

City of Pasadena General Plan Elements & Status

2011

Source: Planning Department, City of Pasadena

1.2.2 Housing Element

The 2008-2014 Housing Element is the most updated element in the General Plan. It introduced
the community background, housing needs, housing constrains, existing housing resources,
program evaluation, community initiatives, and has set up a housing policy framework for the
2008 to 2014 planning period. Housing issues across the City have been reported, including
housing overpayment, overcrowding, older housing stock, and substandard conditions for
low-income households, especially for seniors. Written at the beginning of the policy section in
the Housing Element, the City‘s housing policy and programs seek to accommodate growth in a
responsible manner, to maintain social and economic diversity, to provide diverse housing types
and prices, to provide quality housing and neighborhoods, and to assist residents with special
housing needs. The Element set up its goals, policies, and related programs from four
areas—housing and neighborhood quality, housing diversity and supply, housing assistance, and
special housing needs. There are more than 60 different programs proposed and will be
implemented by many City departments. The Housing goals are summarized in the table below.

City of Pasadena Housing Goals

2008-2014

The Housing Element encourages in our Project area multi-family residential development near
light rail stations, including live / work spaces. Also identified by the Housing Element, in 2006
East Pasadena had the lowest average apartment rents and the highest 1-bedroom apartment
rents in the City, compared with northwest and southwest areas. Moreover, there was a shortage
of 3-bedroom apartment across the City, due to the shortage of large units. According to the
Element, emergency shelter and transition housing is permitted in the Project area.

1.2.3 Land Use Element

The City‘s General Plan Land Use Element was last updated in 1994 and 2004, and is now under
another major updating process. The existing Element has been revised due to the previously
controversial Growth Management Initiative (GMI), which was initially approved by voters in 1989
and placed annual caps on the amount of new developments. The entire Element is organized by
the seven Guiding Principles and gives policy solutions to each Principle and its underlying
development objectives. The Land Use Element advocates strategies for targeting growth,
including the use of specific plan, redevelopment program, and rezoning properties in order to
reduce the potential development outside specific plan areas. The Element establishes
development allocations and allowable land uses in specific plans, which will be discussed in the
following sections. A comprehensive Transit-Oriented Development (TOD) implementation
program for each of the six TOD areas in the City was recommended in the Land Use Element,
two of which are located in our Project area.

Detailed land use requirement will be discussed in Section 1.6 of this report, while existing land
use patterns will be introduced in Chapter 2.

1.2.4 Mobility Element

The City‘s new General Plan Mobility Element was updated and adopted in November 2004. The
Element describes the issues, objectives, and policies in regard to the city‘s circulation, and then
introduces the City Mobility Plan and its implementation programs. Besides, the Element also
addressed the issues regarding circulation facilities, such as airport, sewer system, wastewater
treatment, drainage, waterway, water system and power system. Concentrating on how to make
Pasadena become a community ―where people can circulate without cars‖, as stated in the City‘s
General Plan Guiding Principle 5, the Element focuses on four major objectives: (1) Promote a
livable community; (2) Encourage non-auto travel; (3) Protect neighborhoods by discouraging
traffic from intruding into community neighborhoods; and (4) Manage multimodal corridors to
promote and improve citywide transportation services.

Since our Project area covers the major East Colorado corridor and East Pasadena gateway, it is
firmly related with the City‘s circulation issues. A thorough analysis of existing traffic condition
and City initiatives has been prepared, and will be introduced in detail in Chapter 3.

1.2.5 Noise Element

The existing General Plan Noise Element was last updated in 2002, with a revised study of
existing and future conditions. Vehicle traveling along primary arterials (Interstate 210, Interstate
710, State Route 134, and State Route 110, etc.) and street traffic, aircraft flyovers, new light rail
and its future extension construction, commercial activities, recreational activities and special
events in the Central Arroyo, Pasadena Police Department Eaton Canyon Shooting Range, and
nuisance noise were identified as potential noise sources. The Element introduces objectives,
policies, and implementation measures, seeking to minimize the noise.

When the Noise Element was last updated, the Metro Gold Line was under construction. It was
predicted that train traffic in the future will generate noise that may exceed acceptable levels of
noise-sensitive uses along the corridor. In order to mitigate the negative impact, the City
established policies that would encourage noise-compatible land uses and mitigation measures
near the light rail system. Besides, the City will also enforce the California Noise Insulation
Standards in order to keep an acceptable interior noise level.

Also written in the Noise Element was a standard disclosure requirement of potential audible
noise levels in new or rehabilitated residential developments in mixed-use areas, in order to
ensure that potential residents are made aware of the possible noise issues.
1.2.6 Safety Element

The General Plan Safety Element was also updated in 2002. The Element explains the concept
of several common natural hazards, introduced California State and the federal regulations,
summarized Pasadena-specific natural hazards and mappings, and at last introduced the
implementation plans. The major natural hazard threats come from earthquake, fault plate, flood,
fire, and hazardous materials.

For our Project area, north of Interstate 210, west of Rosemead Boulevard is located in the dam
inundation zone; north of East Colorado Boulevard has a medium to high level of hazardous
waste listing, especially from San Gabriel Boulevard to Sierra Madre Villa Avenue north of East
Colorado Boulevard.

1.2.7 Conservation and Open Space Elements

These two elements are currently being updated from the last version in 1976. The current Open
Space Element and Conservation Element are being combined as a single element, and they
work together with the 2007 adopted Green Space, Recreation and Parks Element and the
Master Plan, creating a framework of goals and policies to manage the city‘s green spaces,
recreation facilities, and natural resources.

1.2.8 Optional Elements

Except for the seven California State required elements, the City of Pasadena also prepared
eight optional elements, addressing various community issues and related policy framework. All
of the optional elements enjoy the same level of significance as the State required seven
elements. However, some of the optional elements are not updated since their adoption in the
last century, which may cause the data used in the analysis out-of-date.
1.3 Existing Specific Plans

Currently in the City, there are seven specific plans adopted with an eighth plan currently under
development. Pasadena Specific Plans set up detailed land use and design requirements for the
designated areas. A common emphasis of all the specific plan areas is the linkages to transit and
the clustering of mixed-use projects near light rail stations and major boulevards. As shown
below, the seven existing Specific Plans are: Central District (2004), East Colorado (2003), East
Pasadena (2000, with minor changes in 2006), Fair Oaks / Orange Grove (2000, with minor
changes in 2006), North Lake (1997, updated in 2008), South Fair Oaks (1998, with minor
changes in 2006), and West Gateway (1998). The eighth under-developing Specific Plan is for
North Lincoln Corridor area.

City of Pasadena Specific Plans

2011

Source: Planning Department, City of Pasadena

1.4 Introduction to Project Study Area

Our project study area covers the East Pasadena Specific Plan area and two thirds of the East
Colorado Specific Plan area. The west boundary of the Project is Allen Avenue, and the east
boundary is North Michillinda Avenue. The south boundary is East Colorado Boulevard, including
the properties on the south side of the street. The north boundary is irregular, and the north part
could reach as far as East Sierra Madre Boulevard, excluding all the single-family residential
area in between.

East Pasadena Specific Plan was adopted October 23, 2000, with minor changes in 2006. The
Plan covers a 260-acre area which serves as a primary gateway to the City. Envisioned as a job
center for the future community, East Pasadena is to provide additional mix-use development
and to reserve light industrial and manufacturing land within the area. Three vision elements for
the East Pasadena Specific Plan area are: (1) to be a revitalized center of economic activities, (2)
to create a unifying identity, and (3) to provide mobility options to the community.

East Colorado Boulevard Specific Plan was adopted in 2003, covering 150 acres major
commercial corridor along East Colorado Boulevard. The area contains plenty of underutilized
parcels that would be potential for mixed-use medium to high-density development projects. A
major planning policy direction of this area is on revitalization of existing development, small
business retention and attraction, and urban infill projects.

According to the General Plan and two specific plans, the projection at built-out scenario for East
Pasadena Specific Plan area totals 1,615 residents and 17,745 jobs, while or East Colorado
Boulevard Specific Plan area, the numbers are 1,890 residents and 6,725 jobs. The data clearly
indicates that our Project area is a promising future job center for the City and its neighbor cities.
1.5 General Plan Update Community Outreach

The City‘s 2009 General Plan update process is on the way, aiming at more policies to address
climate change, changing community environment, and smart growth development practice. As
stated in its guiding principles, the City has a virtuous tradition and welcoming atmosphere for
local residents to participate in discussing related community issues. In April 2009, the City
Council appointed a General Plan Update Advisory Committee (GPUAC) in order to facilitate the
community outreach program as well as the following plan update process. After that, an
extensive and far-reaching community outreach program was carried out for the City‘s coming
General Plan update from 2009 to 2010, which has laid out a sound foundation for the following
phase of the update. Early in 2010, after nearly one year‘s outreach activities of all kinds with
local residents, businesses, institutions, and interested groups, the City Council adopted the
Final General Plan Outreach Summary Report and Appendix, labeling the successful close of the
first phase of the community participation. The outreach process has brought about a lot of
issues within the community, and reflected the most concerned problems for the future
development in the City. The following chart reflects the community outreach process and major
activities during the time period.

According to the Outreach Summary Report, the residents‘ perception of the City of Pasadena is
a ―special and unique place‖. They feel the City has a small-town feel; great neighborhoods;
historical architecture and preservation; trees and the beautiful natural setting; the views of the
mountains; the prevalence of arts, culture, and the entertainment; and the diversity of people,
businesses and neighborhoods. Although the City gives its residents ―a small-town feel‖, local
community members expressed their feelings that they can ―still find everything they need right
here‖. The strong love for the City‘s unique characteristics makes the local community very
passionate in protecting the City‘s existing condition.

One of the reported community concern is related to the City‘s high-density development, which
is encouraged in the previous and existing General Plan and specific plans. As our Project area
includes two light rail stations (Metro Gold Line Allen Station and Sierra Madre Villa Station),
high-density and mixed-use development projects are encouraged in the 1/4 mile radius areas
(Transit-Oriented Development area) from the platforms of the Stations, which areas are included
in the Project. The major concern about high-density development is that higher density would
incur higher traffic volume and thus worsen the existing transportation condition. Besides, the
poor design of new buildings could cause the decline of the quality of life for local residents.
Moreover, some concern about overdevelopment was also heard during the public outreach in
the past years.
Another concern brought by local residents in our Project area is the increasing loss of small
businesses. Due to the recent economic downturn, the vacancy rate of office buildings in the
Project area is becoming higher. There are more and more empty storefronts appeared along
commercial corridor, such as Colorado Boulevard and East Foothill Boulevard. Many of the
vacant offices in the area are too small to be used by large companies, so once the small
business could not maintain running and shut down their business, there is no new tenants
coming in. And because the past development attention was highly concentrated on Central
District, the residents and businesses in our Project study area reported their feeling of being
―ignored by the City‖ during community outreach.

City of Pasadena General Plan Update Community Outreach Timeline

2009-2010

Source: General Plan Update Outreach Summary Report, May 2010, City of Pasadena

Based on the May 2010 General Plan Update Outreach Summary Report, it is suggested that
the City should attach more attention to economic development outside the Central District, such
as in East Colorado and East Pasadena. More community outreach activities are highly
welcomed for the Project area. Business retention and job training are urgently desired in these
areas, since local community members have been suffering from loss of neighborhood-serving
businesses. Although with some concerns on high-density development, the Summary Report
shows that 75% respondents supported additional transit-oriented development in Halstead
Street and East Foothill Boulevard in our Project area.
1.6 Key Legislative Regulations

1.6.1 Consistency

The City has updated several General Plan elements after it adopted the seven Specific Plans,
and each Specific Plan has different adopted date. In order to eliminate inconsistency among
different plans and regulations, it has been written in the specific plans that all the modifications
that occur after the approval of the specific plans shall supersede the plans. No amendments to
the Specific Plans will be needed for modifications. General Plan enjoys the highest position in
the planning regulation hierarchy, although some of the elements have not being updated.
Although zoning codes should be subordinate to Specific Plans, the new zoning ordinances
adopted after the Specific Plans should supersede.

1.6.2 Development Allocations

The City of Pasadena sets up development caps for residential and non-residential uses in each
specific plan, including the East Pasadena & East Colorado Boulevard Specific Plans in our
study area. However, in order to encourage affordable housing development, moderate / low /
very low income households, low / very low rental units, and senior housing units are exempted
from the housing allocation caps, according to the City‘s General Plan Land Use Element Policy.

As of the end of year 2009, 97% of the non-residential allocation and 30% of the housing
allocation in East Pasadena Specific Plan area remained unused, while 23% of non-residential
allocation and 99% of housing allocation in East Colorado Boulevard Specific Plan area
remained, as shown below. These numbers indicate the potential development opportunities in
the future, but at the same time they also show the development limit for the area.

Development Potential for East Pasadena & East Colorado Boulevard Specific Plan Areas

12/31/2009

Note:
 (1) Entitled projects are excluded from the remainder of the allocation. As of December
13, 2009, there were 5 residential units and 78,092 square feet non-residential
development entitled in East Colorado Boulevard Specific Plan area; 180 units and 4,798
square feet in East Pasadena Specific Plan area.

(2) East Colorado Boulevard Specific Plan indicates that the 750 housing units could be
transferred to commercial use at 1000 square feet per unit.

1.6.3 Land Use & Development Standards

Within East Pasadena Specific Plan boundary, our study area covers all the parcels. The area is
divided into three parts: (1) d1. East Foothill Industrial District, encourages the continued use for
industrial with moderate amounts of additional office and commercial development, (2) d2.
Foothill, Rosemead-Sierra Madre Villa, encourages additional industrial and office development
with a limited amount of supporting retail / commercial development, (3) d3. Hasting Ranch /
Foothill-Rosemead Shopping Center, emphasizes on improving the existing retail development
and pedestrian access. The permitted land uses are shown in the table below. The current
permitted height in the Specific Plan area ranges from 36 to 45 feet north of Foothill Boulevard
and from 45 to 110 south of Foothill Boulevard. In order to encourage high-tech business, the
Specific Plan recommends 60 feet for south of Foothill Boulevard, east of 210 Freeway to the
City‗s east boundary, except for the Light Rail Joint Development site which has been
recommended 85 feet.

Permitted Land Use in East Pasadena Specific Plan Area

2011

Within East Colorado Specific Plan boundary, our study area starts from Allen Avenue on the
west to Sycamore Avenue on the east, covering three subareas from the Plan: (1) Route 66 area,
(2) Lamanda Park area, and (3) Chihuahuita area. All three areas are zoned General
Commercial (CG) uses. The current zoning code for this area does not allow single-family
housing, dormitories, warehousing and storage use, standard / large-scale industry use,
mini-mall, heliports, and personal property sales uses. The residential units are permitted only as
part of a mixed-use project in which the residential and commercial uses are combined in a
single building, and the residential uses may be above or behind the commercial uses. The
typical development standards in the area, except for Transit-Oriented Developments within 1/4
mile of the Allen Avenue and Sierra Madre Villa Light Rail Station Platforms, shall be 48 units /
acre maximum residential density with 5 feet front and corner side setbacks, and 45 feet
maximum height.

The two Transit-Oriented Development areas within 1/4 mile of the Allen Avenue and Sierra
Madre Villa Light Rail Station Platforms are encouraged to have up to 60 units / acre residential
density and 60 feet maximum allowable height.

1.6.4 25% Flexibility Factor

In order to provide flexibility to future development, the General Plan Land Use Element allows
any non-residential development category in a Specific Plan to increase up to 25% by borrowing
from another non-residential category within the same area, which is called ―25% flexibility
factor‖. There is an exception in East Pasadena Specific Plan d2 area, where the flexibility factor
is allowed up to 50%.

1.6.5 Inclusionary Housing Ordinance

On July 16th, 2001, the City adopted an ordinance amending the zoning code in order to require
Inclusionary housing (the Requirement). Under the Requirement, newly constructed residential
and mixed use projects with 10 or more units shall include 15% of affordable housing units for
low and moderate income households. Alternatives for the affordable housing construction may
be: (1) construct the Inclusionary Units off-site, (2) donate land to the City to construct
Inclusionary Units, or (3) pay an in lieu fee to the Inclusionary Housing Trust Fund. Residential
development for which the City planning Commission enters into a redevelopment agreement is
exempt from the Requirement. In 2005, the City revised the ordinance and raised the in-lieu fee
in order to further encourage the affordable housing construction.

Set forth by Southern California Association of Governments (SCAG), the City‘s regional housing
needs allocation (RHNA) for the 2006-2014 planning period is 2,869 units, among which 711
units are to be affordable to very low-income households, 452 units to low-income households,
491 units to moderate-income households, and 1,215 units to above moderate-income
households. Until 2009, the City has in total 973 affordable housing units of deficit amount toward
2016, which number indicates the affordable housing shortage across the City. (See the table
below.)

1.6.6 Density Bonus

In order to meet its commitment to providing affordable housing to all economic groups in
Pasadena, the City establishes the procedures to implement the State Density Bonus Law. All of
the multi-family residential and mixed-use development projects consisting of 5 or more dwelling
units not including granted units are eligible to request a density bonus. The percentage density
bonus is set forth up to 35%, with exception of Central District up to 50%. In addition, for TOD
and mixed-use development, extra FAR bonuses are permitted: (1) 1 additional gross square
foot of retail space is allowed for each 1.5 square feet of residential space constructed, (2) 5
additional gross square foot of retail space is allowed for each 1 square foot of child or elderly
care space constructed

1.6.7 City of Gardens Standards

The City of Pasadena adopted the City of Gardens zoning ordinance in 1989, with the intent to
incorporate design features of the past, principally large, landscaped gardens into permitted
high-density residential developments. The adoption of the ordinance resulted in larger scale
new developments with similar characters as the existing neighborhoods. It encourages designs
with garden characters of earlier apartments and bungalow courts in the City.

The City of Gardens development standards apply to all multi- family projects in the City (RM-16,
RM-16-1, RM-32, and RM-48 districts) which include three or more. However, it does not apply to
the construction of two units on a multi-family lot, and projects in the downtown (Central District)
which are built at 87 units per acre. It applies to residential projects in the CL (limited commercial)
and CO (commercial office) districts.

1.6.8 Climate Change & Sustainability

In order to address global warming and climate change, the City has adopted sustainable
development and smart growth concept, and is working toward a ―Green City‖. Building block
with urban design, walkable streets, agreeable landscape and public space, efficient use of
energies, decrease of urban sprawl, less usage of automobile, improved water public health
qualities are all desired elements for a sustainable community.

The California State mandate regulations regarding climate change and greenhouse gas (GHG)
emissions are: (1) AB 32 (Global Warming Solutions Act of 2006), which includes GHG emission
reductions from local government operations and land use decisions, and requires California
State to reduce its GHG emissions to 1990 levels no later than 2020; (2) SB 375 (Steinberg),
which established the framework for regional targets for GHG emission reductions in order to
achieve AB 32 requirements; and (3) CEQA (California Environmental Quality Act), which require
General Plan must analyze and mitigate GHG emissions, climate change, diesel engine exhaust
emissions.

Under the legislative framework, the City will promote infill, mixed-use and higher density
development, provide incentives to support the creation of affordable housing in mixed-use
zones, encourage utilization of existing infrastructure, reduce auto-dependence, and enhance
non-automobile transportation choices. Currently, the City has initiated a Green Building
Program, a Green City Action Plan, an Energy Integrated Resource Plan, and an Environmental
Charter.

1.6.9 Complete Streets

According to the new State legislation AB 1358 (California Complete Streets Act), cities and
counties are required to incorporate policy guidance to multimodal transportation networks into
general plan circulation elements. The ideal multimodal transportation network shall allow all
users to effectively travel by motor vehicles, bicycles, foot, and transit to reach key destinations
within their community and the larger region.

Currently the City is in process of developing complete streets policies and will combine the
policies into General Plan Mobility Element.
1.7 Key Issues Identified

During the reviewing of the City‘s existing General Plan Elements, Specific Plans, and zoning
ordinances, the following issues have been identified in regard to the City‘s policy framework:

 Lack of an integrated vision statement for the current General Plan that describes the
desired community future, although individual specific plans have their own visions for the
specific areas.

 Due to the different timing of update for each General Plan element and specific plans, there
are some internal consistencies within the Plan and vertical inconsistencies with current
zoning codes.

 Some of the General Plan elements have not been updated since 1975, the data used by
which may be out date.

 Some of the General Plan elements discuss issues overlapping with other elements, which
fact shows the potential for further combining.

 Higher level of flexibility in Specific Plan areas is desired, especially on mixed-use

development and affordable housing projects.
Chapter 2 Land Use

2.1 City of Pasadena Land Use

In 2004, the Pasadena Land Use Element calculated the city‘s existing land uses, refer to figure
below. The city‘s dominant form of land use is residential, with approximately 58% of the city‘s
total acreage devoted to residential uses. In contrast, only 10% of land in Pasadena is allocated
for commercial uses, including offices, restaurants and retail stores, and a small 2% of its land is
used for industrial purposes, including manufacturing and warehousing. The last 30% of land in
Pasadena is used for a combination of open space and parks, institutional and public uses, or is
vacant. With such allocations of land, Pasadena is a ―built out‖ city; much of its vacant land is
difficult to develop and is very expensive, and with residential uses being the dominant type of
land use, the city has little choice but to adopt policies that take advantage of underutilized
parcels and property rehabilitation.

Acreage by Land Use Types

Land Use % of Total Acreage

Residential 58

Commercial 10

Industrial 2

Open Space/Parks, Institutional, Vacant 30

Source: Pasadena 2004 Land Use Element

The study area for the existing land use analysis includes two specific plans, the East Pasadena
Specific Plan and the East Colorado Specific Plan. The study area includes both specific plans,
but because both areas vary widely in characteristics and land use, each specific plan‘s land use
was analyzed individually.
2.2 East Pasadena and East Colorado Existing Land Use

Both the East Pasadena and the East Colorado Specific Plan boundaries consist of a variety
of Commercial uses, Auto-Related uses, Retail Sales, Office and Professional with a relatively
small percentage of Public/Institutional uses and Residential uses. Detailed explanations of the
land use classification for the study area are listed below.

2.2.1 Commercial Uses

Commercial land use classifications are distributed within the context of two larger categories:
- Local and Community Commercial use which is then further divided into more specific
categories on the land use map
- Regional Commercial Use is classified in one category on the land use map

Local and Community Commercial

Local and Community Commercial uses include commercial uses that ―serve the short-term
needs of residents in the immediate area‖ (LA County Santa Clarita Valley Area Plan). These
uses include grocery stores, drug stores, restaurants, personal services, repair services, day
care centers, and any additional services and shops that cater to the neighborhood residents.
Examples of Local and Community Commercial uses in the study area include a Vons and
Ralphs Supermarket, Massage and Day Spas, and smaller boutique stores, like the Whistle
Shop.

Neighborhood Commercial. Neighborhood Commercial use in the land use map includes
grocery stores, drug stores, restaurants, coffee shops, day care centers, and personal services.
Personal Service uses include fitness gyms, hair and beauty salons, travel agencies, repair
services, and other similar uses. Unlike Retail Sales uses, Neighborhood Commercial uses
primarily serve the purposes of meeting the daily needs of local residents. A majority of the
Neighborhood Commercial uses are concentrated east of Rosemead Boulevard in the East
Pasadena Specific Plan, and distributed along Colorado Boulevard in the East Colorado Specific
Plan.

Retail Sales. Unlike Neighborhood Commercial uses, Retail Sales uses in the study area consist
primarily of apparel and accessory shops and smaller neighborhood specialty retail shops,
including clothing boutiques and small-scale furniture stores. In both specific plan boundaries, a
significant percentage of Retail Sales uses are concentrated along busy corridors. In the East
Pasadena Specific Plan, much of the Retail Sales is concentrated along Foothill Boulevard, west
of Sierra Madre Villa Boulevard. The dominant type of land use in the East Colorado Specific
Plan is Retail Sales, with a significant percentage of it concentrated along Colorado Boulevard.
 Regional Commercial

Regional Commercial uses include the larger retail stores, such as Best Buy, Ross, and Goodwill,
entertainment and cultural uses that serve both the local community and the larger market area.
There is a larger concentration of Regional Commercial uses in the East Pasadena Specific Plan
boundaries in comparison to the East Colorado Specific Plan, which has a higher concentration
of Neighborhood Commercial uses. These Regional Commercial uses are primarily located east
of Sierra Madre Villa Boulevard in the East Pasadena Specific Plan, and take into account large
shopping plazas, theatres and other large-scale entertainment uses, financial institutions, hotels,
and other similarly related commercial uses that would attract the general population and visitors
from surrounding communities and cities.

Regional Commercial. Regional Commercial uses on the land use map identify, as previously
mentioned, larger retail stores, and shopping centers, and financial institutions that attract the
larger market population, whereas the Neighborhood Commercial uses mainly serve the daily
purposes of the local residents. There is a large concentration of Regional Commercial uses on
Foothill Boulevard, between Sierra Madre Villa Boulevard and Halstead Boulevard.

Hotels/Motels. There is a small concentration of Hotel and Motel uses in the East Colorado
Specific Plan on Colorado Boulevard, east of Daisy Avenue.

Entertainment. In the East Pasadena Specific Plan, along Foothill Boulevard and Rosemead
Boulevard is a concentration of Entertainment uses, including the 300 Bowling Alley. In addition,
before its closure in 2007, the Pacific Hastings 8 Theatre was also concentrated within the same
area. Although it is closed now, the concentration of Entertainment uses is another asset in the
East Pasadena Specific Plan that holds opportunity potential.

Auto-Related Industry

Auto-Related Industry uses, including auto repair shops, auto dealerships, auto stores and gas
stations, have a dominant presence in the study area. Much of the Auto-Related Industry uses in
the East Pasadena Specific Plan are concentrated on the western portion of the East Pasadena
Specific boundaries, with a few larger Auto-Related establishments, like the Toyota Dealership,
on Foothill Boulevard; in East Pasadena, the Auto-Related uses are primarily auto dealerships
and gas stations. Whereas, the Auto-Related Industry uses in the East Colorado Specific Plan
consist much more of auto repair shops and stores.

2.2.2 Office & Professional

There is also a concentration of Office and Professional uses in the East Pasadena Specific Plan
area; business and corporate parks are included in this classification. Most of the Professional
Office/Business uses are located along Rosemead Boulevard and Halstead Street, north of
Foothill Boulevard. There is a ―triangle‖ of Office and Professional uses, which includes the
Pasadena Corporate Park. There are currently multiple leasing opportunities available on the
Pasadena Corporate Park, presenting potential opportunities which will be discussed in the
following section. The East Colorado Specific Plan also includes Office and Professional use, but
there is not obvious concentration of this use along Colorado Boulevard.

2.2.3 Light Industrial

Perhaps one of the most dominating types of land use in the East Pasadena Specific Plan is
Light Industrial uses. Light Industrial uses included personal storage, as well as manufacturing
and wholesale sales. A majority of the Light Industrial uses is concentrated along Walnut Street,
between Sierra Madre Boulevard and Kinneloa Avenue. The Light Industrial and Manufacturing
uses include larger companies including Avon and smaller warehouses and manufacturing
companies.

2.2.4 Public / Institutional Use

The Public and Institutional uses include any government-owned facility, public-quasi facility, as
well as institutional uses such as a church or educational facility. There is a concentration of
Public and Institutional uses at the intersection of the 210 Freeway and Foothill Boulevard, which
includes an electrical plant and the Pasadena City College Community Learning Center. Other
Public and Institutional uses are primarily located east of Sierra Madre Villa Boulevard, and
includes a local fire station, the Gateway Metro facility, and the Pasadena DMV Office. There is a
smaller number of Public and Institutional use in the East Colorado Specific Plan, but such use
include a church on east of Daisy Avenue.

2.2.5 Residential Use

A combination of Single-Family and Multifamily Residential uses immediately surrounds both

specific plan boundaries. Unlike most areas in Pasadena, there is little residential land use in the
East Pasadena Specific Plan and the East Colorado Specific Plan. There are both Single-Family
and Multifamily Residential uses within both specific plan areas, but the actual proportion of
residential uses is very low. In the East Pasadena Specific Plan, there is a large distinctive
multifamily residential facility at the intersection of Foothill Boulevard and Sierra Madre Villa
Boulevard. Close to the Sierra Madre Villa Station, there is also a transit-oriented multifamily
residential development. There are also small concentrations of Single-Family residential use
along some of the edges of the East Pasadena Specific Plan boundaries. As for Residential uses
in the East Colorado Specific Plan, there is a combination of Single-Family and Multifamily
Residential developments east of Allen Avenue.

2.2.6 New Development

New Development includes any current development that has been entitled and approved for
construction. There is New Development on the southeast corner of Sierra Madre Villa Boulevard
and Foothill Boulevard. SMV Technology Partners, LLC has proposed to develop a mixed use
project that would include commercial and residential units. The parcels are currently zoned as
industrial use, but the proposed project has broken ground, and thus is classified as a New
Development. There is also an additional new development at the intersection of Sierra Madre
Boulevard and Walnut Street. The project is being constructed by the development group Eleven
Western Builders; further studies in the final report will analyze the construction on the parcel.

The figures on the following pages are maps of the existing land use in the East Pasadena
Specific Plan and the East Colorado Specific Plan, respectively. The legends provide further
details on the existing land use in the study area.
2.3 Regulatory Requirements

The study area is legally bounded by several regulatory requirements, including the East
Pasadena Specific Plan and the East Colorado Specific Plan areas, which are displayed in the
figures below. In addition, there are special districts and zones the study area is located within.
Both the specific plans outline future development and growth management in the East
Pasadena area, and include Land Use Elements that describe existing conditions and set future
projections. In addition to the two specific plans, the study area is also located in a Technology
Enterprise Zone; refer to figure map of the Technology Enterprise Zone boundaries in
comparison to the boundaries of the study area. An Enterprise Zone, as defined by the City of
Pasadena, is an ―economic initiative that stimulates economic growth and business investments
within economically disadvantaged areas that are in need of job growth and private investment‖
(Pasadena City Website).

Technology Enterprise Zone within Study Area Boundaries

The study area also falls within several political boundaries, including Council District 4, Council
District 2, and Council District 7, which provides a unique local jurisdiction. In addition to political
jurisdictions, the study area is also encompassed by two Community Service Areas for police
protection, Community Service Area 3 and 4.

Both specific plans also identify special sub-areas and districts. In the East Pasadena Specific
Plan, there is the East Foothill Industrial District, the Foothill, Rosemead, Sierra Madre Villa area,
and the Hastings Ranch Foothill Rosemead Shopping Center Areas. The East Pasadena
Specific Plan for the East Foothill Industrial District encourages the conservation and
preservation of the industrial district with a few additional office and commercial developments.
This special district serves as a catalyst for transit oriented development around the Sierra
Madre Villa Station. The Foothill, Rosemead, Sierra Madre Villa area, like the East Foothill
Industrial District, also encourages industrial and office developments. The last special area in
the East Pasadena Specific Plan is the Hastings Ranch Foothill Rosemead Shopping Center,
which plans to improve the currently existing retail developments, as well as improve pedestrian
activity and transit connectivity within the area.

In the East Colorado Specific Plan, some of the special sub-areas include Lamanda Park, the
Gold Line sub-area, Route 66 sub-area, and the Chihuahuita sub-area. Its boundaries are
approximately to Foothill Boulevard to the north, Del Mar Boulevard to the south, Eaton Wash
Eaton to the east, and Allen Avenue to the west. Similar to the study area, Lamanda Park is also
characterized by industrial and commercial uses, including large warehouses and manufacturing
facilities. There is minimal residential use in Lamanda Park, none of which are within the study
area. The Gold Line sub-area extends from Colorado Boulevard to Allen Avenue and up to the
Allen light rail station; this area under the Specific Plan calls for high-density residential and other
similar transit oriented developments. The Route 66 sub-area includes the area from Allen
Avenue to Sierra Madre Boulevard, and the Chihuahuita sub-area extends from Sunny Slope to
Sycamore Avenue (East Colorado Specific Plan).
Map of East Pasadena Specific Plan Existing Land Use.
Map of East Colorado Specific Plan Existing Land Use.
2.4 Opportunities, Constraints, Issues, & Trends
2.4.1 Opportunity Sites
There are a number of sites that are potential opportunity development sites in the study area,
particularly in the East Pasadena Specific Plan; refer to figure below. The development
opportunity in the East Pasadena Specific Plan was divided into three scales of opportunity, with
the greatest opportunity for development at ―Improve and Evolve‖, then ―Minor Improvements‖
while keeping the use, and the smallest opportunity for development with ―Preserve and
Enhance‖.

Development Opportunity in the East Pasadena Specific Plan

The largest area of potential opportunity site in the East Pasadena Specific Plan directly
surrounds the current Sierra Madre Villa Metro Gold Line Station. The Specific Plans already
address potential transit oriented developments and ―nodes‖ at the Allen Station, in the East
Colorado Specific Plan, and the Sierra Madre Villa Station. The Sierra Madre Villa Station is a
part of the first phase of the Gold Line completed in 2003, and connects Los Angeles to the City
of Pasadena via Union Station to multiple stops in Pasadena. The second phase of the Gold Line
is the Foothill Extension, which will continue construction from the Sierra Madre Villa Station to
the City of Azusa. The Foothill Extension has already broken ground, and is expected to be
completed by 2014. The area surrounding the Sierra Madre Villa Station now consists of a large
residential complex, which has the potential to renovate to include more compact development.
In addition, there is a planned development on vacant land adjacent to the metro station.
Another opportunity area consists of buildings and facilities located on the Pasadena Corporate
Park. Most of the buildings on the corporate park are vacant and have leasing opportunities. In
addition to the leasing opportunities, there is also ample surface parking space on the Pasadena
Corporate Park, as well as the Hastings Village Center. The large amount of surface parking
space is an opportunity for potential infill development. Further analysis and studies will be
conducted in a final report.

Since the East Colorado Specific Plan is a linear area, the potential opportunity sites are mainly
located along its busiest corridor, Colorado Boulevard. So, rather than focus on opportunity sites,
potential opportunities for the East Colorado Specific Plan focus on development opportunities
and the types of developments that should be encouraged. According to a General Plan
workshop conducted in September 2010, the remaining residential capacity in the East Colorado
Specific Plan is 99%. Since a large capacity remains, there is a huge opportunity for increased
residential development in the specific plan area. In contrast, only 23% of residential capacity
remains in the East Pasadena Specific Plan. The development for commercial capacity also
reflects similar development opportunity trends in both specific plan areas. For the East Colorado
Specific Plan, the remaining commercial capacity is at 30%, whereas the remaining commercial
capacity in the East Pasadena Specific Plan is at 97%.

Remaining Residential and Commercial Capacity in Study Area

Source: City of Pasadena

2.4.2 Constraints
One constraint for both specific plan areas is that both areas are built out, but for different uses.
As mentioned in the previous section, the East Pasadena Specific Plan is primarily built out with
its residential uses, and need to emphasize and encourage commercial and industrial
conservation. On the other hand, the East Colorado Boulevard has almost reached capacity with
its commercial and retail uses, and should focus on residential development. Since both areas
are built out, it may be difficult to incorporate and encourage these types of developments.

Another constraint, which is related to the issue of being ―built out‖, is the financial feasibility of
increasing residential and commercial developments. Particularly in an economic recession, it
may be more difficult to convince certain types of developments within an area. Lastly, what may
prove to be the most difficult constraint could be the residents in the residential areas
surrounding the study area, otherwise also known as the NIMBYs. NIMBYs may present a larger
constraint for development in the East Pasadena Specific Plan, especially if commercial and
industrial uses are encouraged for future growth. NIMBYs could have the power to either limit or
eliminate development opportunities all together.

2.4.3 Issues for East Pasadena & East Colorado

The main issue in regards to land use for the study area will be interconnectivity and appropriate
development to accommodate future growth and needs. For both areas, there is the larger issue
of incorporating and making appropriate preparations in anticipation of the Metro Gold Line
Foothill Extension. There are two Gold Line Stations either located in proximity or within the study
area - the Sierra Madre Villa Station and the Allen Station. The metro rail extension, which would
connect Pasadena to the City of Azusa, promises to bring additional resources, including jobs
and increased visitors to the area, so it is pertinent for the city to develop the area in such a way
to accommodate the growth that will result from the metro rail extension. In addition, many of the
Retail Sales and other local/community commercial uses are limited in terms of pedestrian
activity. Although there are a numerous bicycle racks and outlets, there needs to be better
interconnectivity in terms of increased pedestrian activity.

There is a huge potential to redevelop and develop on opportunity sites to make land use in the
specific plan boundaries more efficient and consistent with the surrounding residential uses.
Since Pasadena is nearly ―built out,‖ the city is turning to policies that replace commercial uses
with housing, so it is important to protect and conserve the commercial infrastructure that
currently exists within the boundaries of the East Pasadena Specific Plan. As for the East
Colorado Specific Plan, development opportunities need to take advantage of the remaining
capacity for residential development. Beginning to recognize the lack of interconnectedness and
development potential and opportunity is a start toward the right direction for the city.
Chapter 3 Housing

3.1 East Pasadena Specific Plan

According to the General Plan of City of Pasadena and specific plan of East Pasadena adopted
in 1994, the East Pasadena consists of three areas that are almost industrial and retail on both
side of the 210 freeway for providing additional employment opportunities for the city. The three
areas which comprise the specific plan area are described below.

Source: East Pasadena Specific Plan

3.1.1 Housing Introduction

d1. East Foothill Industrial District

In this area, the Specific Plan will encourage this area's continued use as an industrial district
with moderate amounts of additional office and commercial development.

The General Plan did not recommend housing in area d1. Therefore to accommodate live/work
opportunities in this area, the General Plan are being amended to allow 100 units of housing to
be developed, either through new construction or tenant improvements to existing buildings. In
addition, the zoning code is being updated which allows for new multi-family and mixed use
residential projects.
  Total New Housing Units = 100

 Total New Non-Residential Square Footage = 890,000

d2. Foothill, Rosemead- Sierra Madre Villa

In this area, the Specific Plan will encourage additional industrial and office development with a
limited amount of supporting retail/commercial development.

The General Plan as well as Specific Plan encourages the same amount of housing units of 400
in this area. Currently, there are two locations in the city that have approved housing near light
rail stations. And The Final Report for the Pasadena Transportation Center recommended 60
dwelling units per acre. Housing at or near Sierra Madre Villa light rail station and the
surrounding area is an asset to the station and to the East Pasadena community. However, due
to the suburban natural of the community, the dense of the housing units here is less than
prescribed. Multi-family residential is permitted in the north of Foothill Blvd of 32-48 dwelling units
per acre. South of Foothill Blvd housing is 60 units per acre.

 Total New Housing Units = 400 (300 at or near the light rail station)

 Total New Non-Residential Square Footage = 1, 175,000

Source: Angela Huang, accessed on February 12, 2011

d3. Hastings Ranch/Foothill-Rosemead Shopping Center Areas

The residential vision for this area is to continue use of the area as retails that serve the needs of
local community and there are almost all shopping centers here.

 Total New Housing Units = 0

 Total New Non-Residential Square Footage = 35,000

 Source: Foothill Rosemead Center, http://www.mckently.com/, accessed on February 24, 2011

3.1.2 Housing Prices of East Pasadena:

Mean sale prices of housing in Pasadena in 2009:

 All housing units: $750,935;

 Detached houses: $751,572;

 Townhouses or other attached units:

$790,350;

 In 2-unit structures: $406,262;

 In 5-or-more-unit structures: $631,963

Median gross rent in 2009: $1,085

Source: http://www.city-data.com/housing/houses-East-Pasadena-California.html, accessed on February 27, 2011

3.2 East Colorado Specific Plan

3.2.1 Housing Introduction

One of the General Plan goals for the East Colorado Specific Plan area is to provide a mix of
residential housing type, to explore the potential of a more broad mix of uses where living,
working and shopping opportunities are created in key ―nodes‖ or destinations along the
Boulevard. The ―constrained‖ projection of 525 new residential units for the specific plan area
represents a significant opportunity in the City to accommodate much needed housing.

Due to the existing development patterns, age of building stock, existing mix of land uses and
varying property values, there are higher density mixed-use housing (apartments above shops
and/or offices). In general, for-sale residential products will be limited with the overwhelming
emphasis placed on for-rent apartments. Residential development mostly consists of two
different formats due to the built-out nature of the planning area: Medium density mixed use and
high density mixed-use residential.

Houses in East Colorado Springs

Source: http://www.discover-colorado-springs.com/east-colorado-springs.html, accessed on February 24, 2011

In addition, the City has set forth goals and policies to develop affordable housing in the City by
requiring developments of 10 residential units or more to provide 15% of the units as affordable
to various income levels. This policy is in effect for the East Colorado Boulevard Specific Plan
area as well.

We can see the different types of housing in the picture below:

 Source: East Pasadena Specific Plan

3.2.2 Medium Density Residential

The majority of new residential development at Allen and Sierra Madre is in the form of
small-scale residential infill in a mixed-use configuration where apartments are located in the
second floor locations above street level shops and/or offices. These are permitted in the Mid-
City, Lamanda Park, College and Gold Line sub-areas. The density for mixed-use residential
projects will be 48 du/ac in these areas.

3.2.3 High Density Residential

This type of housing is most desirable and feasible at designated transit nodes where existing
development patterns allow building intensities and building heights (up to 60 feet) similar to
those allowed in the Central District. Residential projects in this configuration are directed to
contain a mix of retail, commercial and/or office on the street level with residential units in upper
floors. The density for residential projects at transit nodes will be 60 du/ac.

3.2.4 Housing Prices

 Median for Sale: $ 535,000

 Median for Rent: $1,650

Chapter 4

Urban Form & Design

The Urban Form Analysis for East Pasadena is a qualitative assessment of how the town works
in terms of urban design objectives. Its purpose is to identify and assess the essential
characteristics of the town, to help in formulating a general plan for the development of the town
over the next 10 to 15 years.

Figure
1: Figure and Ground

The urban form analysis consists of the following elements:

1. Streets, Grid and Connectivity

2. Block Size

3. Lot Coverage

4. Parking Location and Driveway Curb Cuts

5. Relationship of Building Frontage to Street

6. Design of Streetscape

7. Green Infrastructure

8. Building Heights
4.1 Streets, Grid and Connectivity

Street grid density is a measurement of circulation permeability and multi-modal travel feasibility.
It is expressed in centerlines miles per square mile, often within a 1-mile radius around a project
boundary. In our case, for the mixed use sake, we wouldn‘t define a street grid. It varies from
place to place, but the connectivity functions very well. This is a highly connected area that
includes a system of parallel routes and cross connections, few closed-end streets, many points
of access, and narrow streets with sidewalks or off-street paths. Frequent intersections are
provided which create a pedestrian scale block pattern. Traffic calming devices can reduce
speed.

Figure 1: Street Grid and Connectivity

4.2 Block Size

Blocks differ in size because this is a highly mixed used land. The typical square city block
reaches 16 or 17 per mile, or 2.21 to 2.50 Acres. The average city has from 15 to 20 blocks per
mile, which range from a 264' to 352' frontage which is usually a square, or about 69,000 to
123,000 sq. ft. or 1.60 to 2.84 Acres.

4.3 Lot Coverage

Lot Coverage: ratio between the ground floor area of the building or buildings and the lot area.
The percentage of a site covered by roofs, soffits or overhangs extending more than three feet
from a wall, and by decks more than four feet in height. Roofs with openings or perforations 50
percent or greater of their surface area, pools, or hot tubs shall not be included in lot coverage
calculations. There is no accurate data for this project.
4.4 Parking Location and Driveway Curb Cuts

The lack of parking in this area available for customers as well as employees, is reflects in the
disjointed parking arrangements that currently exist. An opportunity exists on the abandoned
railroad right-of-way along the north side of Walnut Street to develop one or two parking
structures to serve this area.

Curb cuts in east Pasadena have safe sightlines (minimum 20-foot visibility in both directions) for
drivers entering the roadway or crossing a public sidewalk. Concrete sidewalks usually continue
level across driveway curb cuts. Driveway slopes usually do not exceed 7.5% within 15-feet of a
public sidewalk or roadway. Curb cuts shall be maximum 20-feet wide in residential area and
maximum 30-feet wide in open space, business and Industrial districts (Zoning Ordinance
6.43.3).

4.5 Relationship of Building Frontage to Street

Figure 3: Street Views and Analyses

Building Frontage means the building face on which the primary entry is located. There can be
only one building frontage per building. as an interface between inner and outer space, building
frontage is mostly the matter of evaluation by visitors of historical districts. Unfortunately, in our
case, we cannot be impressed by all buildings we have seen in the site. Also we cannot find a
close relationship between building frontages and streets. The heart of the urban analysis retains
a traditional high street character. Continuity of active shop frontages provides a well defined and
intimate ‗heart‘ to the street.
4.6 Green Infrastructure

Figure 4: Green Infrastructure and Streetscape. Current views Vs design concepts

The Green Streets Committee is comprised of representatives from a number of city

departments that work on issues related to street infrastructure. The program was initiated by the
Board of Public Works with the idea that the streets of Pasadena offer an enormous opportunity
to infiltrate, capture and filter urban runoff to prevent pollution and to convert storm water into a
valuable resource for groundwater recharge and water reuse.

4.7 Building Heights

Maximum height of buildings in this site should be 70 feet, and the minimum height along
Colorado in the area should be 1 or 2 stories, that is, 18-30 feet.

4.8 Sectional description

1. Lamanda Park is a neighborhood that is bordered roughly by Foothill Boulevard to the north,
Del Mar Boulevard to the south, the Eaton Wash Eaton to the east, and Allen Avenue to the
west. It was originally a small township that was gradually enveloped by Pasadena in 1914.
Even today, many commercial enterprises and newspapers still identify the area as a
separate community. Lamanda Park's appearance is noticeably different from the rest of
Pasadena. It is a historically industrial area, and is notable for the presence of large
warehouses, factories, lumber yards, and garages. As much of the neighborhood wasn't
developed until the late 1950s, few area homes are older than 50 years. Lamanda Park is
served by Metro Local lines 177, 181, 267, and 686; as well as Pasadena ARTS routes 10 31,
and 60, Foothill Transit line 187, and Montebello Bus Lines line 20.
2. In this area, a well developed commercial center is serving the whole district, and it
encourages this area's continued use as an industrial district with moderate amounts of
additional office and commercial development.

3. This area is between 210 freeway and Foothill, and it is a transitional zone that has additional
industrial and office development with a limited amount of supporting retail/commercial
development.

4. This diagram reflects both the directly adjacent buildings and the secondary adjacent ones to
Colorado Blvd.

4.9 General SWOT Analysis for the Development of Design

Concepts

STRENGTHS WEAKNESSES

 Historic Route 66  Lack of access; Transit,

 Commercial Center for the District  Lack of Mixed Uses, Service Retail

 Strong Adjoining Resident  Perception of Danger

Neighborhoods
 Lack of connected street network
 Public Transportation
 Poor quality buildings
  Proximity to the City Center  Poor pedestrian environment

 Lack of active edge

 Gives a poor first impression

OPPORTUNITIES THREATS

 The provision of a public integrated  Multiple land ownership

transport interchange
 Lack of vision for the area
 Large areas of vacant, derelict and
 Lack of activity and potential for
underused land and property
 Sustainability (Sun and Wind) crime
 Adaptive Reuse
 Conversion of buildings to other
uses
 Development sites close to the
railway
 Increased densities
 Shared Parking and Transit Service
 Low value uses on part of the site

Figure 5: Finding Some Nodes for In-fill Design (Example)

Chapter 5 Mobility

5.1 Mobility Elements Assessment East Pasadena

The purpose of this existing conditions assessment report for the East Pasadena area of study is
to discover/reveal current transportation trends and practices in or adjacent to the Project study
area. The Project area under study involves a roughly 7.2 square mile radius containing
privately-owned commercial property, utility and Metro-owned property, and privately-owned
residential property. The Project area encompasses four major arterial roadways, two light rail
stops, the 210 Freeway and multiple-agency bus lines. The area shares boarders with the city of
Sierra Madre, Arcadia, San Marino and East San Gabriel. The Project area has several policies
currently in place to reduce automobile trips and to preserve the lifestyle that residents are used
to while accommodating growth and multimodal transportation.

5.2 Existing and Planned Roadway Facilities

This section describes the key roadway characteristics in the study area. All roadways are
located in East Pasadena unless noted.

Area and regional vehicular access to the Project area is provided primarily by the 210 freeway
and by Foothill and Colorado Boulevards. Interstate 210, an east-west freeway, that connects to
the 5, 2, 134 and the 118 Freeways. There are six freeway on/off ramps in the Study area. They
are Allen Avenue, Sierra Madre Boulevard/Altadena Drive, San Gabriel Boulevard, Madre,
Rosemead Boulevard, and Michillinda Avenue. Recent roadway extensions were implemented
as a direct result of recent city ordinances to decrease travel time and to reduce auto traffic in the
Study area.

5.2.1 Principal Arterials (see Exhibit 5.1 at the end of this section)
Foothill Boulevard (SR-238) is a four- lane east-west roadway carrying from 13,000 to 20,000
average daily trips (City of Pasadena Department of Transportation). Posted speed is 35 miles
per hour. There is no median on Foothill in our Project Study area, only raised center dividers.
This corridor provides local access to residential and commercial developments and access to
the 210 freeway. Foothill also serves as a route for commuters who travel into Pasadena‘s job
centers. Land uses are varied and are primarily commercial, office, light industrial and
institutional, including retail stores, sit-down and fast-food restaurants, churches, schools, office
buildings and gas stations. A satellite of Pasadena City College is located at the intersection of
Foothill and Santa Paula Avenue. On-street parking is permitted throughout the day. Metro,
Pasadena Area Rapid Transit Service (ARTS), Foothill Transit and LADOT all operate multiple
bus lines along this roadway. Sidewalks are on both sides and are generally continuous with
ample wheelchair access points. Currently, there is no bike lane/route on Foothill in between
Allen and Altadena. An enhanced bike route starts at Altadena and continues to Michillinda.
There are currently no roadway changes planned for Foothill Boulevard.

Colorado Boulevard is a four lane east-west roadway carrying 16,000 to 23,000 average daily
trips along the roadway‘s extent within the Project Study boundaries. A raised median runs
throughout the corridor. Posted speeds range from 30 to 35 miles per hour. This corridor
provides access for local residents, visitors and commuters to residential and commercial
developments and serves as a connector from Pasadena to Arcadia, Monrovia and other
locations due east. There is a high concentration of car dealerships, auto repair shops and strip
malls in addition to hotel/motels, apartment complexes, churches, storage facilities, gas stations,
big-box stores, large chain-grocery stores and eateries along the corridor. There are several
vacant lots along the corridor within the Project study boundaries. On-street parking is permitted
along the roadway. Foothill Transit and Metro run multiple bus lines along the corridor. Sidewalks
run along both sides of the corridor and are continuous with ample wheelchair access points.
Currently, there are no bike lanes/routes on this roadway.

North Sierra Madre Boulevard is a four to five- lane north-south roadway carrying from 9,000 to
18,000 average daily trips (City of Pasadena Department of Transportation). Posted speed is 35
miles per hour. There is a raised tree-lined/landscaped median on the corridor in the Study area.
This corridor provides local access to residential and commercial developments and access
to/from the 210 freeway connecting to on and off-ramps. North Sierra Madre also connects
drivers to Foothill and Colorado Boulevards. Land uses are varied and include grocery stores,
small-scale commercial and office space, sit-down and fast-food restaurants, several schools
and a large park at the intersection of Paloma. On-street parking is permitted throughout the day
and is available along sections south of Colorado Boulevard on the corridor. Metro and ARTS
each operate bus lines along the roadway. Sidewalks are on both sides and are generally
continuous with ample wheelchair access points. Currently, there is a painted bike lane running
along the extent of North Sierra Madre Boulevard. There are currently no roadway changes are
planned for the corridor.

San Gabriel Boulevard is a four-lane north-south roadway (City of Pasadena Department of

Transportation). Traffic count data is unavailable for the corridor within the Project Study area.
Posted speed is 35 miles per hour. There is a raised tree-lined/landscaped median on the
corridor in the Study area. This corridor provides local access to residential and commercial
development. Its principle function is to feed into North Sierra Madre Boulevard providing
additional access to areas north of Foothill Boulevard and provides an on and off ramp to the 210
freeway. Land uses include medical facilities, retail and commercial centers, apartment
complexes, a park-n-ride center, light industrial facilities, gas stations, small-scale strip malls and
sit-down restaurants. Vacant land is available at the corner of San Gabriel Boulevard and Walnut
Avenue. There is limited on-street parking north of Colorado. No bus lines service this corridor.
Sidewalks are continuous and offered on both sides of the Boulevard. There are no bike
lanes/routes on the corridor and no changes are planned.

Sierra Madre Villa Avenue is a four-lane north-south roadway carrying from 15,000 to 20,000
average daily trips (City of Pasadena Department of Transportation). Posted speed is 35 miles
per hour. There is a painted double yellow line north of Foothill Boulevard and a raised
landscaped median south of Foothill. This corridor provides local access to residential and
commercial development including the large-scale Hastings Shopping Center, a major large
office building complex and access to the Sierra Madre Villa Gold Line Station. This corridor
feeds into Foothill and Colorado Boulevards as well as Orange Grove and Rosemead
Boulevards to the north. Land uses include large-scale retail and office complexes, chain
restaurants and big box stores, single and multi-family housing, multiple grocery stores and a
transit-oriented development adjacent to the Gold Line stop – which also houses 950 public
parking spaces. This is the primary street for commuters of the Gold Line due to the ample public
parking provided at the site. Street parking is limited to the west side of the corridor north of
Foothill. Both Metro and ARTS service the roadway connecting to the Gold Line station and bus
hub on Foothill for further connections. Sidewalks are continuous and offered on both sides of
the Boulevard. There is a painted bike lane on the corridor and no changes are planned.

North Rosemead Boulevard is a six-lane north-south roadway carrying from 28,000 to 32,000
average daily trips (City of Pasadena Department of Transportation). Posted speed is 40 miles
per hour. There are Botts‘ dots to demarcate the lane direction difference. This corridor provides
local access to commercial and office buildings and to residential areas. The corridor meets
Sierra Madre Villa to feed into Orange Grove Boulevard. This corridor also provides access to
the Hastings Shopping Center. Land uses include large-scale retail and office complexes, chain
restaurants and big box stores, single and multi-family housing. Street parking is limited to the
west side of the corridor north of near the intersection of North Rosemead and Sierra Madre Villa.
Metro, Foothill Transit and ARTS service the roadway. Sidewalks are continuous and offered on
both sides of the Boulevard. There is a painted bike lane on the corridor and no changes are
planned.

5.2.2 Minor Arterials (see Exhibit 5.1 at the end of this section)
Allen Avenue is a four-lane north-south roadway carrying from 6,000 to 16,000 average daily
trips (City of Pasadena Department of Transportation). Posted speed is 30 miles per hour. There
is a raised and landscaped median at times appearing near the freeway and extending just north
and southward. This corridor provides local access to commercial facilities and to residential
areas. This corridor provides access to the Allen Avenue Metro Gold Line stop and is an on/off
ramp for the 210 freeway. Land uses include single family houses, small corner store retail, gas
stations, and Metro-owned parcels. Street parking is limited to the west side of the corridor north
of near the intersection of North Rosemead and Sierra Madre Villa. Metro, LADOT and ARTS
service the roadway. Sidewalks are continuous and offered on both sides of the Boulevard.
There is a painted bike lane on the corridor and no changes are planned.

Altadena Drive is a three to four-lane north-south roadway carrying from 1,000 to 3,000 average
daily trips (City of Pasadena Department of Transportation). Posted speed is 30 miles per hour. A
raised median just south of the 210 freeway turns into a double yellow line one block south of the
freeway and continues this way within the Project Study area. The corridor provides local access
to commercial, office building and to residential areas. Land uses include office buildings,
hospital/medical-related buildings, small corner strip malls and small eateries. There is no street
parking on this arterial. Metro bus lines services the Drive. Sidewalks are continuous and offered
on both sides of the Drive but there is little pedestrian activity. This corridor is a designated bike
route with signs posted.

Walnut Street is a two-lane east-west roadway carrying from 6,000 to 10,000 average daily trips
(City of Pasadena Department of Transportation). Walnut now connects from San Gabriel east to
Kinneloa. This has greatly improved mobility in East Pasadena and had been in planning and
transportation documents for years according to Pasadena‘s General Plan Manager Jason
Mikaelian. Posted speed is 35 miles per hour. A dotted yellow line demarcates lane separation.
This corridor provides local access to the area‘s industrial/manufacturing center. The arterial
feeds into Foothill Boulevard to the west and Sierra Madre Boulevard to the east. Street parking
is permitted on both sides of the street. There is no bus service on this corridor. Sidewalks are
often found on the south side of the street and are not continuous. There is no bike lane/route
implemented on this street.

Michillinda Avenue is a four-lane north-south roadway carrying about 16,000 average daily trips
(City of Pasadena Department of Transportation). Posted speed limit is 35 miles per hour. Raised
medians are near intersections; otherwise, two double yellow lines demarcate the lane direction
and separation. This corridor provides local access to commercial and office buildings and to
residential areas including access to the Hastings Shopping Center. Land uses include
large-scale retail and office complexes, chain restaurants and big box stores and north of foothill,
mostly single family housing. There is no street parking permitted on the corridor within the Study
area. Metro provides bus service to the Avenue. Sidewalks are continuous and offered on both
sides of the Avenue. There is a painted bike lane on the corridor. No changes are planned.

Orange Grove Boulevard is a four-lane east-west roadway carrying from 10,000 to 18,000
average daily trips (City of Pasadena Department of Transportation). Posted speed limit is 40
miles per hour. A double yellow line median begins one block east of the Allen and continues on
to Oak Avenue and then becomes one double yellow line until Craig Avenue where it becomes a
painted median again for the remainder of the Boulevard. This corridor provides local access to
commercial, office building and residential areas. Land uses include single family homes,
schools, churches, parks, utility-owned parcels, a library and some small-scale office buildings.
On-street parking is permitted throughout the day on both sides of the street. Sidewalks are
beautifully landscaped, continuous and are on both sides of the street. Parkways are tree-lined.
This corridor has painted bike lanes along its duration. This Street lies outside of the Project
Study area but is relevant to the circulation of the Study area.

Paloma Street is a two-lane east-west roadway carrying from approximately 1,500 average daily
trips (City of Pasadena Department of Transportation). Posted speed is 35 miles per hour. A
dotted yellow line marks the lanes. This corridor provides local access to commercial, office
building and residential areas. It connects Sierra Madre Villa Avenue to Sierra Madre Boulevard.
Land uses include single family homes and parks. On-street parking is permitted throughout the
day on both sides of the street. Sidewalks are beautifully landscaped, continuous and are on
both sides of the Street with tree-lined parkways. This corridor has painted bike lanes along its
duration. This Street lies outside of the Project Study area but is relevant to the circulation of the
Project Study area.
5.2.2 Collector Streets (see Exhibit 5.1 at the end of this section)
Maple Street is a two to three-lane east-west one-way (westward) roadway carrying
approximately 2,400 average daily trips (City of Pasadena Department of Transportation).
Posted speed limit is 35 miles per hour. A dotted yellow line marks the lanes. This street provides
local access to residential and commercial uses. It runs parallel to the 210 freeway and has
multiple freeway off-ramps feeding onto it. Land uses include mostly single family homes,
commercial and office buildings and parks. There is no street parking permitted on the street
within the Study area. Sidewalks are available on the north side of the street in most sections.
This street has painted bike lanes along its duration.

Craig Avenue is a two-lane north-south residential roadway. Traffic counts are unavailable for
this street. Posted speed is 25 miles per hour. There are no medians or markings on the Avenue.
This corridor provides local access to residential uses, eateries, commercial uses and office
buildings. It runs from south of Del Mar Boulevard to north of Mountain Street connecting to
major arterials along the way in addition to the 210 freeway. Land uses include mostly single
family homes and parks. On-street parking is permitted throughout the day on both sides of the
street. Sidewalks are beautifully landscaped continuous and offered on both sides of the Street
offering large tree-lined parkways. There are no bike lanes/routes on this Avenue.

Kinneloa Avenue (formerly Titley and Kinneloa) is a two-lane north-south service roadway. A
recent road expansion under the 210 freeway linked Titley to Kinneloa Avenue making it
accessible for through traffic. Kinneloa now extends from Colorado under the freeway to Foothill
Blvd. (the freeway underpass had always been in place, but the roadway had not). Traffic
counts are unavailable for this street. Posted speed is 25 miles per hour. There are no medians
or markings. This street provides local access to shopping centers, residential uses and office
buildings. Land uses include car dealerships, large-scale shopping centers, and residential units.
Vacant land is available along this street. On-street parking is permitted throughout the day.
Sidewalks are continuous and offered on both sides of the street. There are no bike lanes/routes
on this road.
Exhibit 5.1 Street Hierarchy prepared by Heather Bleemers
5.3 Existing & Planned Public Transit Facilities
The Project study site is served by regional light rail, local and regional bus services and existing
and planned bicycle facilities. This section contains detailed descriptions of transit services in the
Project Study area.

5.3.1 Rail Service

The Los Angeles County Metropolitan Transit Authority (Metro) provides light-rail, regional transit
service to the Project Study area by way of the Gold Line. There are two Metro Gold Line stations
in East Pasadena, the Allen Avenue stop and the Sierra Madre Villa stop. Both are single center
platforms located within the 210 freeway‘s median area. Each stop is serviced by
multiple-agency bus lines for connections. The Gold Line connects to Union Station allowing
riders access to various heavy rail lines including Amtrack and Metrolink and Metro‘s heavy rail
lines. A 950 space parking structure was erected adjacent to the Sierra Madre Villa station for
public need.

Map 5.1 shows Metro‘s existing system

map within the Project Study area. Gold
Line service hours are approximately from
5:00 AM until 12:15 AM daily. Trains arrive
roughly every 10-12 minutes during the
peak hours starting at 6:05 AM and ending
at 10:55 AM and 3:55 PM to 7:02 PM.
During off-peak times, trains arrive roughly
every 15-30 minutes starting at 10:55 AM
and ending at 3:55 PM and after 7:02 PM.
Below is the average boardings for years
2009, 2010 and predicted 2011 figures.

Map 5.1

Gold Line Average Boardings Jan. 2011 Jan. 2010 Jan. 2009

Average Weekday Boardings 33,947 28,227 22,543

Average Saturday Boardings 22,705 22,974 15,569

Average Sunday and Holiday 22,633 22,668 12,661

Boardings

Total Calendar Month Boardings 939,501 815,416 614,556

metro.net
5.3.2 Issues with Metro Gold Line Stops

Upon riding the Metro Gold Line from Union Station to the Allen Avenue stop and then on to the
Sierra Madre Villa stop, two main issues were noted. First, the location of the platforms – on the
freeway medians, were very noisy, uninviting and felt a little bit dangerous with traffic driving by.
Finally, both stops were not properly marked with signage and would be hard to find if one was
walking get to the stop. The Allen Avenue stop entrance is under a freeway overpass where it is
dark, very little people were around and there was little signage for direction. The Sierra Madre
stop entrance is through an unmarked parking structure to get the elevator or by going up four
stories worth of stairs. The stop was not clearly marked as to which floor the platform was on.
Pedestrian amenities were lacking and sidewalks were not continuous near the stop.

5.3.2 Bus Service (See Exhibit 5.2 at the end of this section)
Bus service to the Project Study area is provided by multiple agencies as seen in Table 5.1. A
service map shows the intensity of bus routes within the Project Study area (Exhibit 5.2). Twenty
one bus routes operate in the study area. Most bus stops are freestanding poles with signs
indicating bus route and number. Some bus shelters are available on Foothill and Colorado
Boulevards. The Pasadena ARTS system provides maps and tables at some of their stops.
Planned changes in the study area include basic improvements to decrease bus travel and wait
times and to increase ridership by studying and adjusting bus stop locations and are addressed
in the City‘s Annual Transportation Report Card (RC).

Bus Service Agency and Line Number Table 5.1

Foothill/Omni Metro ARTS LADOT Community

Transit Shuttles
187, 292 30, 31, 32, 40, 20, 31, 32, 40 549 City of Altadena,
177, 181, 187, City of Monrovia,
264, 266, 267, Pasadena
268, 487, 686, Community
690 College

Foothill Transit (Omnitrans)

As seen in Exhibit 5.2, there are two lines that service Foothill Boulevard and connect to many of
the principal arterials and are adjacent to the Gold Line stations and within close proximity to the
many of the study area‘s shopping centers, schools and services. These two lines also connect
to the area‘s park and ride lots (Sierra Madre Villa Gold Line and the Sierra Madre Park and
Ride). In 2009, fare was raised from $1 to $1.25 and lines were reduced or cut including Line 292
which lost weekend service in the study area (Foothill Transit, 2009).

Metro

Metro operates fourteen bus lines in the Project Study area. These buses connect the region‘s
commercial and job centers to residential communities as well as cultural and recreational
activities in the surrounding environs. In July, 2010, Metro increased fares from $1.25 to $1.50.

Pasadena Area Rapid Transit System

ARTS operates to connect Pasadena residents and visitors to

the region‘s commercial, job, cultural and residential services.
There are four lines operating within the study area. The
system operates Monday through Saturday with no service on
Sundays.

According to the 2009 RC, ARTS ridership increased

overall by ten percent in Fiscal Year 2009 compared to
ridership in Fiscal Year 2008. The report states that the
increase could be related to the decrease in rainfall which
allowed for easier boarding and wait times and to the high
price of fuel – people tend to supplement trips with public
transportation when fuel prices are high. ARTS expects a
continued growth in transit ridership and improvement of
travel time along major corridors

In assessing ridership, ARTS breaks the factor up into two categories – Local Lines and Feeder
Lines. Local lines act as connectors to neighborhood service centers to destination centers
(schools, shopping centers and Gold Line stations – Routes 20, 31/32 and 40). Ridership on
these lines increased overall by 9 percent. As the chart shows, there was positive growth in all
routes in the year from 2008 to 2009. The chart shows that though small, demand for the ARTS
program is increasing. As the bar charts below depict, ridership on Route 20 grew by 4 percent;
ridership on Routes 31/32 increased by 14 percent; and ridership on Route 40 increased by 14
percent (RC, 2009).

The Feeder Lines link business districts and Gold Line stations to low-density residential
neighborhoods and to the city center (Routes 10, 51/52, 60 and 70). Ridership increased 16
percent on these lines with Route 10 have a 20 percent increase; Route 51/52 with an increase
of 7 percent; Route 60 a 17 percent increase; and Route 70 had an increase of 39 percent (RC,
2009).

Source: Pasadena AnnualTransportation Report Card

LADOT
The Los Angeles Department of Transportation operates one line (549 – Commuter Express)
within the Project Study area. This Line runs down Foothill Boulevard. The line starts in Encino
and ends at the Lake Metro Gold Line stop. Commuter Express Route 549 operates Monday
through Friday. No service on Saturdays, Sundays, or on holidays.

5.3.3 Community Shuttle Services

Two community shuttles service the study area. Nearby city, Sierra Madre and the Pasadena
City College provide small-scale shuttles that operate on major corridors and service the two
Metro Gold Line stops within the study area.

Sierra Madre operates three services: the Round-A-Bout Gateway Coach Local runs week days
only during the hours of 11 AM. to 3:45 PM, The Gold Line Shuttle - Gateway Coach Express
runs week days only during the hours of 7:00 to 8:34 AM and 5:00 to 6:34 PM) and a Dial-A-Ride
service (available to resident seniors and disabled persons). Fare for Gateway Coaches is $.75
and Dial-A-Rides are $1 per trip/way in town and $2 out of town (SierraMadre.com).

Pasadena City College (PCC) offers a free shuttle service for students only. The shuttle travels
between the Community Education Center, the Allen Avenue Goldline Station, and the PCC
Main Campus and operates between the hours of 6:30 AM and 10:45 PM, Monday through
Thursday and 6:30 AM - 5:45 PM on Friday. The shuttle departs every 15-30 minutes from each
location (PCC.edu).
Exhibit 5.2: Bus Routes and Gold Line Station
5.4 Existing and Planned Bicycle Facilities

The City of Pasadena adopted its first Bicycle Master Plan titled ―Century of Bikes‖, on
November, 2000 and is currently working with a draft version update for 2011. The update was
launched in February 2009 and seeks to further encourage bike riding and to improve conditions
for current riders (Pasadena Department of Transportation). According to the City‘s
transportation department, ―most of the projects in the 2000 plan have been completed, with 60
lane-miles of on-street bicycle routes identified with signage and striping. A bike map, increased
bike parking and promotion of bike safety were also integral elements of the plan that have been
implemented‖ (Pasadena Bicycle Plan). Numerous public meetings have been held to gather
comments and suggestions for improvement on the plan.

The City works with a Bicycle Transportation Plan Advisory Committee that includes local
cyclists, bicycle advocacy groups, bike shops and city commissioners and staff. The Committee
is working to assist the Pasadena Department of Transportation as to include and incorporate
the full range of actions and opportunities Pasadena could take.

Future plans to implement bicycle boulevards, additional bicycle parking, showers and lockers
at/near the two Gold Line Stops (Allen and Sierra Madre Villa) is included in the plan update as
are road diets to improve multimodal transit along the City‘s corridors. Public educational
programs and promotional campaigns are planned in the update.

5.4.1 Bicycle Facilities Nomenclature

By providing a safer bicycling environment including improving bikeways and creation of

amenities, multimodal transportation becomes more feasible for those who would otherwise not
bike. Due to the Project Study area‘s vast existing bus system and two Gold Line stops, bicycles
can be used to facilitate transit connections between modes. Development of an on-going
maintenance program, incorporating bicycle as a vehicle in roadway designs and educating
motorists and bicyclists encourages a safer bicycling environment.

The Project Study area includes class II and III bike facilities and lacks class I bike paths. The
following is a brief description of each bike facility classification:

o Class I Bike Path - Completely separate from traffic.

o Class II Bike Lane - A lane set aside in city streets exclusively for bikes.
o Class III Bike Route - Purportedly safe city streets connected into a means of getting from
one place to another on a bike.
BIKE PATHS

Bike paths are paved facilities designated for bicycle use that are
physically separated from roadways by space or a physical barrier
and are referred to as class I bike paths. Currently the City of
Pasadena does not have any bike paths but the following Project
Study area corridors are ideal candidates for future implementation:
Colorado Boulevard, Sierra Madre Boulevard, San Gabriel
Boulevard and Maple Street.

BIKE LANES

Bike lanes are lanes on the outside edge of roadways reserved for the
exclusive use of bicycles, and designated with special signing and
pavement markings. Bike lanes are referred to as Class II bike lanes. The
Project Study area has bike lanes on all principal arterials except on
Colorado Boulevard. On a recent site visit, it was observed on multiple
occasions in a one hour interval, people riding their bicycles on the
sidewalks of Colorado Boulevard instead of in the street. Additional bike
lanes would encourage bike usage of the roadways and makes pedestrian travel on sidewalks
safer.

BIKE ROUTES

Bike routes are roadways recommended for bicycle use and often connect
to bike lanes and bike paths. Routes are designated with signs only and
may not include additional pavement width. Bike routes are referred to as
Class III bike routes. The Project Study area has two bike routes one on
Altadena Avenue and one on Hastings Ranch Road.

5.4.2 Existing Bicycle Conditions (From the 2011 Pasadena Bicycle Plan Draft) See
Exhibit 5.3 for the map of proposed facilities at the end of this section

Allen Avenue (Between northern City limit and California Boulevard)

Existing
- Enhanced bike route (needs more bike route signs on west side)
Proposed
- Add bike lanes between Colorado Boulevard and Villa Street
- Add sharrows between northern City limit and Villa Street and between Colorado
Boulevard and California Boulevard
- Add more bike route signs
Altadena Drive (Between northern City limit and Del Mar Boulevard)
Existing
- Enhanced bike route on Altadena Drive between northern City limit and Foothill Boulevard
 - No bikeway designation between Foothill Boulevard and Del Mar Boulevard
Proposed
- Add enhanced bike route on Altadena Drive between Foothill Boulevard and Del Mar
Boulevard
- Add sharrows between northern City limit and Del Mar Boulevard
Colorado Boulevard (Between western City limit and eastern City limit)
Existing
- No bicycle facilities exist
- Four lanes 61‘ – 70‘ wide with on-street parking and a dual left-turn between Arroyo
Parkway and Altadena Drive
Proposed
- Add bike lanes from Melrose Avenue to Orange Grove Boulevard
- Add bike route with sharrows from western City limit to Melrose Avenue
- Consider a shared bus/bike lane if the City adds a bus lane
Rosemead Boulevard (Between Sierra Madre Boulevard and Foothill Boulevard)
Existing
- Enhanced bike route between Sierra Madre Boulevard and Hastings Ranch Drive
Proposed
- Extend enhanced bike route between Halstead Street and Foothill Boulevard
- Add sharrows between Sierra Madre Boulevard and Foothill Boulevard
Del Mar Boulevard (Between Orange Grove Boulevard to Madre Street
Existing
- Bike route from St. John Avenue to Wilson Avenue
- Enhanced bike route from Wilson Avenue to Madre Street
Proposed
- Add bike route between Orange Grove Boulevard and St. John Avenue
- Add bike lanes between St. John Avenue and Pasadena Avenue
- Add sharrows between Orange Grove Boulevard and Madre Street between St. John
Avenue and Pasadena Avenue
Foothill Boulevard (Between Altadena Drive and Rosemead Boulevard)
Existing
- Enhanced bike route
Proposed
- Add sharrows for the entire length
Garfield Avenue (Between Walnut Street and Colorado Boulevard)
Existing
- No bikeway designation
Proposed
- Add 6‘- 7‘ wide bike lanes from Walnut Street to Union Street
- Add bike route from Union Street to Colorado Boulevard
Halstead Street (Between Rosemead Boulevard and end of street south of Foothill Boulevard)
Existing
- Enhanced bike route from Rosemead Boulevard to Foothill Boulevard
- Bike route from Foothill Boulevard to the end of the street
Proposed
- Add bike lanes between Rosemead Boulevard and Foothill Boulevard
Hampton Road (Between Hastings Ranch Road and eastern City limit)
Existing
- No bikeway designation
Proposed
- Add bike route with sharrows
Hastings Ranch Drive (Between Sierra Madre Boulevard and Rosemead Boulevard)
Existing
- Bike route between Sierra Madre Boulevard and Rosemead Boulevard
Proposed
- Add sharrows between Sierra Madre Boulevard and Rosemead Boulevard
Kinneloa Avenue (Between Foothill Boulevard and Del Mar Boulevard; following a tunnel under the
210 freeway)
Existing
- No bikeway designation
Proposed
- Remove on-street parking between Foothill Boulevard and Del Mar Boulevard
- Add bike lanes between Foothill Boulevard and Del Mar Boulevard that link to the planned
Eaton Wash bike path
Mountain Street/Paloma Street (Mountain Street between Lincoln Avenue and Altadena
Drive; Paloma Street between Sierra Bonita Avenue and Sierra Madre Villa Avenue)
Existing
- Mountain Street enhanced bike route from Lincoln Avenue to Altadena Drive
- Paloma Street: No bikeway designation
Proposed
- Mountain Street: Add wide bike lanes between Lincoln Avenue and Sunset Avenue
- Mountain Street: Add emphasized bikeway from Raymond Avenue to Sierra Bonita
Avenue with Sharrows
- Paloma Street: Add bike route from Sierra Bonita Boulevard to Sierra Madre Boulevard
with sharrows
Orange Grove Boulevard (Between Columbia Street and Sierra Madre Villa Avenue)
Existing
- Enhanced bike route from Walnut Street to Sierra Madre Villa Avenue
Proposed
- Extend enhanced bike route from Walnut Street to Columbia Street
- Add bike lanes from Walnut Street to 210 freeway
- Add sharrows from 210 freeway to Lake Avenue
Rosemead Boulevard (Between Sierra Madre Boulevard and Foothill Boulevard)
Existing
- Enhanced bike route between Sierra Madre Boulevard and Hastings Ranch Drive
Proposed
- Extend enhanced bike route between Halstead Street and Foothill Boulevard
- Add sharrows between Sierra Madre Boulevard and Foothill Boulevard
Sierra Madre Boulevard (Between eastern City limit and Del Mar Boulevard)
Existing
- 5‘ to6‘-wide bike lane on north/west side from eastern City limit to Washington Boulevard
- 5‘-wide bike lane on south/eastern City limit to Orange Grove Boulevard
- Enhanced bike route from Orange Grove Boulevard to Altadena Drive
- Bike lanes from Altadena Drive to Del Mar Boulevard
Proposed
- Add 6‘ to 7‘-wide bike lane from Orange Grove Boulevard to Altadena Drive
- Widen existing lanes to 6‘ to 7‘
- Add signs and stencils
Sierra Madre Villa Avenue (Between Sierra Madre Boulevard and I-210)
Existing
- Enhanced bike route between Sierra Madre Boulevard and I-210
Proposed
- Add sharrows between Sierra Madre Boulevard and I-210
St. John Avenue / Maple Street (Between Sierra Madre Boulevard and Del Mar Boulevard)
Existing
- Two lanes one-way west and southbound
- Freeway frontage road for I-210
- Ranges from 34‘ to 40‘ midblock
- On-street parking exists along portions
- 5‘ to 6‘ wide bike lane between Sierra Madre Boulevard and south of Green Street
- Gaps on bike lane between Raymond Avenue and Fair Oaks Avenue between Marengo
Avenue and Pearl Place and between Lake Avenue and Mentor Avenue
Proposed
- Add new bike lane between Sierra Madre Boulevard and Altadena Drive
- Add new bike lane to fill gaps between Raymond Avenue and Fair Oaks Avenue, between
Marengo Avenue and Pearl Place, and between Lake Avenue and Mentor Avenue
- Add 6‘ painted hatched buffer (see 6-4) to bike lane between Sierra Madre Boulevard and
Walnut Street except
where on-street parking
exists from Sierra Bonita
Avenue and Hamilton
Avenue and from Mar
 Vista Avenue to Mentor Avenue
- Add new bike lane from Green Street to Del Mar Boulevard
- Widen bike lane from 5‘ to 6‘ and add double stripe from Walnut Street to where existing
bike lane ends just south of Green Street
- Add bike lane at intersections between through-travel lanes and right-turn lane at Allen
Avenue and Colorado Boulevard
Walnut Street (Between Orange Grove Boulevard and Pasadena Avenue)
Existing
- No bikeway designation
Proposed
- Add bike lanes from Orange Grove Boulevard to Pasadena Avenue

5.4.3 Proposed Off-Road Paths

Eaton Wash Bike Path

Construct a bike path along the Eaton Wash and utility corridor from Eaton Canyon Reservoir to
Foothill Boulevard. This will require coordination with County Flood Control to determine the
most appropriate alignment. Provide a connection along the north side of Sierra Madre
Boulevard to Washington Boulevard to connect with Pasadena High School and a planned
multi-purpose path there.

Add crosswalk and rapid flashing beacons to cross Sierra Madre Boulevard east of Canyon
Wash Drive. The alignment should follow the utility corridor to Foothill. Special crossing treatment
on Orange Grove Boulevard for crossing – roundabout or crossing islands with rapid-flashing
beacons. This will link to the Kinneloa Avenue bike lanes.

5.4.4 Bicycle Parking

The City of Pasadena maintains an on-going bicycle fund for implementation of City-wide bicycle
parking. Needs assessment is conducted by staff seeing bicycles frequently locked to trees,
parking meters or other fixtures or by request. Worn out racks are replaced upon discovery or
reporting.

Code 17.46.320 of Article 4 of the City Site Planning and Development code specifies that new
developments and sizeable additions include bicycle parking. The code requires a minimum
amount of class 1 bicycle parking that includes bicycle lockers, attendant parking and other
provisions. The code also specifies location and parking type.
Map 5.2 shows the placement of current bicycle parking and amenities. The majority of the
parking and amenities are highly concentrated in the downtown/Old Town area. There is a need
for additional bike parking and facilities on Colorado Boulevard near Hastings Plaza. An
observation was made on Wednesday, February 9, 2011 of many bikes locked to trees and
non-bike parking amenities.

5.4.5 Bicycle Amenities

The City is considering the implementation of an additional mandated ordinance to require

showers and clothing lockers in new work sites of significant size. As a guide, this ordinance
would apply to:
- retail and commercial developments over 25,000 square feet
- At least one shower per gender and an additional shower per gender for each 50,000
square feet
- Industrial developments over 50,000 square feet will have one shower per gender and an
additional shower per gender for each additional 100,000 square feet.
- Retail and commercial developments over 25,000 square feet should have at least one
clothing locker per gender and an additional clothing locker per gender for each additional
50,000 square feet.
- Showers and clothing lockers should be placed in the same facility
- Signs should direct cyclists
 - The City will work with organizations, such as Bikestation, to provide showers, clothing
lockers, and changing facilities near Gold Line Stations where the organizations add
bicycle parking facilities.

If implemented, these facilities will help increase ridership and increase quality of cycling in the
area. In addition to this ordinance, Pasadena has enacted a Trip Reduction Ordinance (Zoning
Code 17.46.290) which requires developers of non-residential projects over 25,000 square feet
to provide parking for carpools and vanpools, bicycle parking, and a display of information on
transit to the Project Study area. For projects over 100,000 square feet, the developer must also
provide a carpool/vanpool unloading area, sidewalks to each structure, and bus stop
improvements (including bus pads, bus pullouts, and right-of-way for bus shelters) (Pasadena
Transportation Department).

5.4.6 Links to Other Transportation

The city of Pasadena will work with Metro to implement secure bicycle parking at Gold Line
stations and at the Sierra Madre Villa park-and-ride lot at the Sierra Madre Villa Station (Gold
Line Station and Park-and-Ride fall within the Project Study area). This will lead to all Gold Line
stations eventually having a combination of bike racks for occasional users and a higher security
parking for frequent users. Due to the need for higher security, the City will seek to put in any of
the following bicycle parking at or near stations:
- Bicycle lockers in attended parking garages near the Lake Station. This will require
coordination with commercial property owners, and may include providing incentives to
the property owners to encourage them to add or accommodate this parking.
- The city will consult with Bikestation on how to implement secure parking and the best
alternatives for secure bike parking at Gold Line stations.

5.4.7 Estimated Number of Current Commuters and Estimated Increase

According to the Pasadena Bicycle Plan 2011 Draft 1.5 percent of Pasadena commuters ride a
bicycle for their commute. This comes out to approximately 950 Pasadena residents.
The City has set a goal to increase that number to 5 percent of bicycle commuter riders within ten
years. Pasadena Transportation planners base this number on the success of other cities such
as Portland and Palo Alto, CA. Planners believe that if implemented successfully, the new bike
plan is strong enough to support the increase in ridership. The estimated cost to implement the
bike plan‘s recommendations is just under $2 million dollars.
Exhibit 5.3: Existing Bike Routes prepared by Heather Bleemers
5.5 Existing and Planned Pedestrian Facilities
The City of Pasadena does have an established Pedestrian Plan which includes design
guidelines, implementation projects and a Safe Routes to School Program. This section will
review current and planned pedestrian facilities within the Project Study area including walkability,
quality/design of street furniture, lighting, bus shelters and signage.

5.5.1 Existing Pedestrian Facilities

Based on site analysis, the Project Study area does offer some areas and opportunities to
encourage pedestrian opportunities but the design and set back of the shopping centers and job
centers, there lacks an inviting pedestrian experience in much of the Project Study area.

- Retail Center Set-backs The Hastings Shopping Center provides big-box stores, fast
food and sit-down eateries and food markets but lacks in pedestrian activity due to the
vast amount of space set aside for parking. All of the shops are set back up to 300 feet
from entry-way corridors. Walking through the parking lot proved to be challenging,
dangerous and unpleasant. As seen in the map below, Hastings Shopping Center District
(in pink) consumes a large land mass in this area with little to no feeder/connecting streets
in the Center.

- Unpleasant Landscaping and Design Many of the Project Study area‘s streets lack
landscaping and are unpleasant to walk on. Allen Avenue, north of the 210 freeway, has
 sidewalks in need of repair, lack of cohesive landscaping, intrusive signage or lack of
signage and provides an overall dull walking experience. Corridors such as Sierra Madre
Boulevard provide a attractively landscaped parkways but lacks pedestrian amenities
such as retail and food services or restroom opportunities.

- Large Block Structure When walking around the north/eastern boundary of the Project
Study area, it becomes difficult to walk the superblock layout. Lack of cut through
roadways makes the walk daunting and unpleasant. See Exhibit 5.4 at the end of this
section)

- Wheelchair Access and Sidewalks All sidewalks in the Project Study area conform to
American with Disabilities Act conditions. However, on Sierra Madre Boulevard, raised
medians do not serve as ADA accessible pedestrian refuges at intersections. Sidewalks
range from excellent to poor conditions. Poor conditions include tree root lifting, missing
concrete and or heavily deteriorated. Curb ramps lack high-contrast truncated domes and
proved to be challenging for a hand-pushed cart‘s wheels. All streets have sidewalks.
Maple and Kinneloa have a sidewalk on one side of the street.

- New development near the Sierra Madre Villa Gold Line stop show sidewalk
improvements as they are wider and provide uniform street trees and landscaping.

- Crosswalk Timing and Signage All of the roads surveyed seemed adequate for easy
crossing for all age groups. On Foothill Boulevard and Sierra Madre Villa, there is a high
concentration of older adults – crosswalk timing seems to be adjusted for this. Many of the
collector and local streets have long stretches between intersections that dissuade
pedestrian activities.
- Many objects impede pedestrian movement on sidewalks, including utilities (poles, guy
wires, boxes), and some road signs.

Traffic Accidents Involving Pedestrians

As seen in the chart, the major cause for

collisions involving pedestrians occurred
during a pedestrian right-of-way violation
followed by a pedestrian violation. The
addition of mid-block crosswalks and
better crosswalk design in combination
with education and public marketing
campaigns will increase the safety and
walkability in the Project Study area.
Exhibit 5.4: Block/Street Structure prepared by Heather Bleemers

5.5.2 Planned Pedestrian Facilities

The City of Pasadena has plans for pedestrian needs and infrastructure improvements as laid
out in the City‘s Pedestrian Plan. This includes improvements to sidewalks and curb ramps,
placement of traffic signals to promote pedestrian safety, on-going signal timing review and
assessment, implementation of additional traffic safety signs and markings, implementation of
additional crosswalks and In-Roadway Warning Lights (IRWL). The Suggested Routes to School
Program aims to increase walking to and from schools in a safe and enjoyable manner. The City
also plans to assess the placement of transit stops and improve conditions surrounding them. In
addition, the City plans to improve street aesthetics with landscaping and design features.

The Pedestrian Plan breaks planned pedestrian facilities into the seven Pasadena Specific Plan
areas. The East Pasadena Specific Plan‘s focus is on providing additional employment
opportunities by facilitating the expansion of existing businesses and development of new
businesses and is further delineated according to the following:

- The East Foothill Industrial Sub-District plan facilitates pedestrian-friendly transit-oriented

development near the Sierra Madre Villa Gold Line Station and I-210 Freeway.

- Foothill/Rosemead/Sierra Madre Villa Sub-District: The Plan encourages additional

industrial and office development with a limited amount of supporting retail/commercial
development. Transit-oriented development with an emphasis on pedestrian linkages to
transit is encouraged around the Sierra Madre Villa Metro Station and I-210 Freeway.
 - Hastings Ranch/Foothill/Rosemead Shopping Center Sub-District: Here the emphasis is
on enhancing the existing retail development and improving pedestrian access between
the separate shopping areas. Transit oriented development is also encouraged.

Pasadena Pedestrian Plan

5.5.3 Pedestrian Policies

According to the Pedestrian Plan, there are

nine policies that will work to create a more
livable and walkable Pasadena. Each of
these policies aim to create safer walkways
and roads, better access to public
transportation, enhance community open
space and identity and promote the healthy
benefits of walking.

These policies are in-line with the area‘s

desire to create more transit-oriented
districts and developments and to increase
multimodal transportation options in an
effort to decrease vehicle miles traveled
while enhancing and strengthening
neighborhood assets and enjoyment.

5.5.4 Suggested Routes to School Program

In 2005, the City of Pasadena, implemented the Suggested Routes to School Program to
promote children walking to school. Currently, most parents driving their children to school, which
results in missed health and
community-building benefits
when compared to walking.
The program is year-round and
seeks to improve the safety,
feasibility and ease of walking
to school.

Parents were surveyed as to

why they would not walk to
school with the majority
reporting that safety, distance
and age of the child were the Parisi Associates
largest deferring factors. Various pedestrian safety and mobility enhancements will be
constructed as a result of the Suggested Routes to School program in an effort to overcome
these issues and increase the number of children that walk to school. These improvements,
generally funded competitively through the Caltrans Safe Routes to School Program, include
in-pavement lighted crosswalks, new sidewalks, and new curb ramps (Pasadena Pedestrian
Plan).

5.6 Public Parking (see Exhibit 5.5 at the end of this section)

Pasadena has an extensive network of public parking facilities most of which are located in Old
Town and near many of the Gold Line stops. The Old Town Business Improvement District
employs a commercial parking benefits strategy to help ensure that parking spaces will always
be available and to re-invest the revenue to the District. This type of strategy would not be
compatible with Study area due to the large concentration of residential and at-grade shopping
center parking lots. This section will present observed parking amenities in the study area.

The City of Pasadena has a city-wide no overnight parking ordinance that affects the Project
Study area. The ordinance prohibits parking on any city street between the hours of 2 AM and 6
AM. Upon questioning residents near the intersection of Allen Avenue and Orange Grove
Boulevard, there is rarely an issue with finding a parking space. Most homes in the study area
have garages or ample parking areas for their family needs. Parking becomes more of an issue
near commercial and industrial/job centers.

Types of Public Parking:

- On-street parking on most major, minor, collector and local streets

- Park-And-Ride facilities
- Metered parking near commercial corridors (Colorado Boulevard and parts of Foothill
Boulevard)
- 950 space parking structure at the Sierra Madre Villa Gold Line station

Special Parking Restrictions

- Gold Line Parking Management Plan outlines provisions to protect residents and
business by customizing parking restrictions around each station and encouraging
non-local Gold Line riders to park at either the Sierra Madre Villa or Del Mar station
garages.
o A Parking Management ordinance is currently in place on Allen Avenue (See
Exhibit 5.5)
Exhibit 5.5: Existing Public Parking & Bike Parking Source: Heather Bleemers
5.7 Existing Vehicle Volumes

Traffic volumes were counted at the study intersections during the weekday AM and PM
commuter periods (7:00 to 9:00 AM and 4:00 to 6:00 PM) and were prepared in the summer of
2009 by City Traffic Counters and Fehr & Peers Transportation Consultants. The following map
shows results of the study (Pasadena Transportation Department). The Project study area study
intersections were: Allen Avenue, Foothill Boulevard, Walnut Avenue, Sierra Madre Boulevard,
Orange Grove Boulevard, Michellinda, Colorado Boulevard and Altadena Drive.

The study showed that most of the traffic is occurring on the principal and minor arterials and
feeding into the collector and local streets or onto the 210 freeway within the Project study area.

5.7.1 Level of Service

Currently, the Project study area is operating at an overall ―D‖ level or better indicating that
congestion is a common occurrence in the area (Linscott, Law & Greenspan, 2007).

The following study intersections scored ―A‖ ratings shown in V/C or Delay in a 2006 study
- Altadena Drive/Walnut Street: AM - 8.2, PM – 8.7
- San Gabriel Boulevard/Walnut Street: AM - .448, PM - .423
- Daisy Avenue/Walnut Street: AM – 7.53, PM – 7.76
- Titley Avenue/Foothill Boulevard: AM - .1, PM - .2
- Kinneloa Avenue/Colorado Boulevard: AM - .389, PM - .541
 - Kinneloa Avenue/Walnut Street: AM – n/a, PM – n/a

The study predicted the following changes in 2015 after the extension of Titley and Kinneloa
Avenue (See Exhibit 5.6 for more details)
- Altadena Drive/Walnut Street: AM - .539, PM – .584
- San Gabriel Boulevard/Walnut Street: AM - .532, PM - .518
- Daisy Avenue/Walnut Street: AM – .231, PM – .282
- Titley Avenue/Foothill Boulevard: AM - .516, PM - .662 (―B‖ score)
- Kinneloa Avenue/Colorado Boulevard: AM - .452, PM - .602 (―B‖ score)
- Kinneloa Avenue/Walnut Street: AM – 8.2, PM – 8.4 (―A‖ score)
-
Exhibit 5.6: Level of Service and Street Extension prepared by Heather Bleemers

5.7.3 Traffic Reduction Strategy

The City recently established goals for traffic reduction strategy to achieve a 10% reduction in
PM peak period vehicle traffic in accordance with the mobility element of the City‘s General Plan
(Nelson/Nygaard Consulting Associates). Some of the potential reduction strategies are listed
below:
- Implement pedestrian improvements to encourage increase in the number of residents
that walk to work
- Safe Routes to School to encourage walking to school over driving
 - Bicycle improvements to make biking a more viable mode of transportation
- Traffic calming to reduce speeds and create safer conditions for walking and biking
- Expand and enhance bus and rail options(improve transit speed, frequency, reliability and
coverage)
- Provide high cost-saving passes for transit
- Fare free zones on the ARTS buses
- Create on-street parking pricing to encourage a park once strategy
- Car-sharing
- Alternative Work Schedules
- Street typology & performance measures to help the City assess areas that can be
improved in terms of level of service

5.7.4 Conclusions
In terms of mobility, the Project study area shows results of efforts to reduce traffic and vehicle
miles traveled by implementing bike lanes and routes, encouraging TODs, supporting various
walking programs, creating traffic-calming ordinances and by utilizing the rail and bus systems
that currently service the area. The area both boasts aesthetically pleasing roadways for walking
and those that are in great need of improvements (near the industrial park area). This area is
highly connected by multiple-agency bus lines and by Metro‘s light rail.
Chapter 6 Infrastructure

6.1 Water
Since 2007, daily per capita water usage in Pasadena has decreased from 204 gallons to 175
gallons, a 15% reduction. 1 This is all the more remarkable considering that since 2006,
residential and non-residential square footage in the city has grown by a combined total of 4.2%. 2

A review of recently built residential units within Pasadena shows that single-family residential
units consume far more water than units in high-density residential zones.3 New single-family
homes built between August 2008 through January 2010 used roughly 20,500 gallons of water
more than new units in high-density residential zones.4

The consistent reductions in water use are in accordance with the city‘s water conservation goals
as outlined in the Comprehensive Water Conservation Plan adopted in 2009. The current goal
to reduce per capita water consumption 10% by 2015 was achieved and surpassed in 2009 with
a 12% reduction.5 The next goal in the Plan is to reduce water use 20% by 2012.

Prior water conservation programs in the city heavily emphasized indoor water efficiency. 6
Upon implementation of the Comprehensive Water Conservation Plan in 2009, the focus of the
city‘s conservation efforts expanded to include a greater emphasis on outdoor water efficiency,
the introduction of tiered water pricing, and promoting the installation of water efficient materials
in all new construction.7

Going forward, the Southern California Association of Governments (SCAG) predicts minimal
demographic growth in the Pasadena Water and Power Department‘s service area from
2010-2035.8 Taking these statistics into account, future residential and non-residential water
demand levels are not expected to require additional infrastructure capacity within East
Pasadena.9

1
General Plan Update Metrics Report. 2010.
2
Ibid.
3
Ibid.
4
Ibid.
5
Green City Indicators Report 2009.
6
City of Pasadena Water Integrated Resources Plan. 2009.
7
Ibid.
8
City of Pasadena Water Integrated Resources Plan. Pg. 2-2. 2009.
9
Ibid.
6.2 Wastewater
Pasadena‘s wastewater system consists of approximately 350 miles of sewer pipelines, 2 sewer
pump stations and around 7, 430 manholes.10 The Los Angeles County Sanitation District
completes all sewer treatment outside of city limits.11

Most of Pasadena‘s wastewater collection infrastructure is made of VCP sewer lines, deemed to
provide 90-110 years of service.12 According to the city‘s Sewer System Master Plan, around
35% of the city‘s pipelines are over 80 years old, while over 60% of the system is over 70 years
old.13 The Plan recommends the city replace any pipeline over 100 years old during the
resurfacing or construction/remodeling of any city streets.14

The East Pasadena Specific Plan projects approximately 64,000 gallons per day of wastewater
for residential uses, 398,383 gallons per day for commercial uses and 21,855 gallons per day for
industrial uses.15 All future projects in the area will use the existing sewer system provided by
and maintained by the Public Works and Transportation Department. 16 Developers of any
future structural additions must pay the imposed sewer connection fee to the Los Angeles
County Sanitation District.17

6.3 Solid Waste

According to the General Plan EIR, by 2010, projected growth within the city will produce an
additional 37,008 tons per year of solid waste. 18 Though this is considered a substantial
increase, due to East Pasadena‘s location within the city‘s refuse collection area, no alterations
or additions to the solid waste collection and disposal infrastructure should be needed. 19

Pasadena‘s current goal regarding solid waste disposal is to achieve zero waste going from the
city to landfills and incinerators by 2040.20 As part of this plan, among other tactics, the city has
implemented ―user-friendly‖ recycling and composting programs.21 The current benchmark of

10
City of Pasadena Sewer System Master Plan.
11
Ibid.
12
Ibid.
13
Ibid.
14
Ibid.
15
Ibid.
16
Ibid.
17
Ibid.
18
East Pasadena Specific Plan. 2006.
19
Ibid.
20
Green City Indicators Report. 2009.
21
Ibid.
reducing per capita solid waste disposal to landfills and incineration by 20% by 2012 was
achieved in 2009.22 Efforts to reduce the use of single-use plastic bags, polystyrene food
containers and other manufacturing waste by at least 50% by 2012 are under way and likely to
be met by the deadline.23

Overall, the city of Pasadena has steadily increased their solid waste diversion rates to landfills
and incinerators from a starting point of 42% in 1995, the original reporting year to the California
Integrated Waste Management Board, to 66% in 2008. 24 More recently, per capita solid waste
disposal decreased from 1,707 pounds per capita or 21% from 2005 to 2009. 25 In addition,
solid waste generated per person during this same time period declined from 3,590 to 2,591. 26
Overall, citywide tons of solid waste generated has decreased from 258,752 in 2006 to 190,802
in 2009.27

6.4 Drainage
There are no plans to increase surface drainage capacity within East Pasadena. New
development in the area is projected to include requirements for additional landscaped areas
requiring less surface drainage.28

6.5 Energy
Pasadena‘s gross peak energy load has decreased by 5.42 megawatts from 2007 to 2009,
despite an increase in residential and non-residential development.29 In 2007, Pasadena Water
and Power approved the Power Integrated Resource Plan to meet future growth in the city as
outlined in the general plan.30 Presently, Pasadena owns more than 200 megawatts of on-site,
natural gas-fired local generation with the ability to import up to an additional 215 megawatts. 31

The city has implemented several policies to increase the use of renewable energy and boost
energy efficiency to ultimately reduce their greenhouse gas emissions 25% by 2030.32 These
issues were addressed in the city‘s Green City Action Plan, adopted in 2006. Of these policies,

22
Ibid
23
Ibid.
24
Ibid.
25
Ibid.
26
Ibid.
27
Ibid.
28
East Pasadena Specific Plan. 2006.
29
Ibid.
30
Ibid.
31
General Plan Metrics Report. 2010.
32
Green City Indicators Report. 2009.
the city already achieved one of its goals to increase the use of renewable energy to meet 10%
of Pasadena‘s peak electric load by 2012.33 Since the adoption of the Green City Action Plan,
savings from energy efficiency programs has improved in both residential and non-residential
sectors.34 For residential sectors, this efficiency increased from 1,300 megawatt-hours to 7,
956, and for commercial it increased from 3, 201 megawatt-hours to 13,766.35 The savings
from one mega-watt hour of energy can sustain 1,000 average houses for one hour. 36

East Pasadena is currently served by the Southern California Gas Company and by the
Pasadena Department of Power and Water. The area is currently well served and has sufficient
capacity to handle the power needs of both residential and non-residential growth.

6.6 Fire Protection

East Pasadena is served by Pasadena Fire Station No. 37 located at 3430 East Foothill
Boulevard. East Pasadena is considered a low fire hazard area of the city. 37 Additionally, Fire
Station No. 32 is located only one mile away from Station No. 37 at 2424 East Villa Street.
Therefore, no additional fire protection services are anticipated.

6.7 Public Safety

A police substation was established in 1998 at El Nido and Colorado Boulevard in East
Pasadena to meet the future needs due to the increasing public use of the Light Rail Station in
East Pasadena and expanding commercial district. 38

6.8 Public Schools

East Pasadena is served by six public schools not located within East Pasadena. These
include Field, Willard and Noyes elementary schools, Wilson middle school, and Pasadena and
Blair High Schools.

Though new developments in the area are projected to generate up to an additional 380 school
age children, there are no plans to add a school with the area. 39 A Development Impact Fee will

33
Green City Indicators Report. 2009.
34
Ibid.
35
Ibid.
36
Ibid.
37
East Pasadena Specific Plan. 2006
38
Ibid.
39
Ibid.
offset the potential increased costs to the Pasadena Unified School District.40

6.9 Green Building

In 2005, the City Council approved the Green Building Practices Ordinance adopting the LEED
(Leadership in Energy and Environmental Design) rating system for private and public
buildings.41 In 2008, 63% of all new development projects within Pasadena met the Green
Building guidelines.42

6.10 Conclusion
The East Pasadena Specific Plan incorporates the development of 500 residential units,
1,170,165 square feet of new commercial uses, 874,205 square feet of industrial development
and 55,630 square feet of institutional uses for a grand total of 2,100,000 square feet. 43 Despite
the anticipated growth as identified in the Land Use Element of the General Plan, no major
modifications are needed concerning the Specific Plan area‘s infrastructure and utilities.44

40
Ibid.
41
Green City Indicators Report. 2006.
42
Ibid.
43
East Pasadena Specific Plan. City of Pasadena.
44
Ibid.
Chapter 7 Natural Environmental Resources

7.1 Water and Electricity Conservation

Environmental resources for the City of Pasadena range from water and power management, to the
local ecosystems, to visual reminders of the environment.

The City of Pasadena has made serious efforts in water and energy conservation. Since 2007, daily
per capita water consumption has decreased from 204 gallons to 175 gallons despite the 2% growth
of residential and non-residential square footage. According to a study completed by the city from
late 2008 to 2010, single family and multi-family residential development uses exponentially more
water than high density development.

The City of Pasadena‘s Green City Action Plan, adopted in 2006, calls for significant reductions in
peak demand. The city aims to reduce the city‘s peak load by 10% by 2012. Despite an increase
in residential and non-residential development, the city‘s gross peak energy load has been reduced
by 5.42 megawatts from 2007 to 2009. In addition residential energy use has remained relatively
constant at approximately 337,000 megawatts-hours from 2007 to 2009. Savings from energy
efficiency programs have improved from 2006 to 2009 in both the residential and commercial sectors.
Residential efficiencies increased from 1,300 megawatt-hours to 7,956 and commercial efficiencies
from 3,201 megawatt-hours to 13,766.

7.2 Water, Views, Air, Ecology

The natural environmental resources of the East Pasadena area are an integral component of the
area‘s identity, and should be considered in every decision. Actual ―assets‖, considered
environmental resources, manifest themselves in a variety of ways. Viewsheds and scenic vistas,
air quality, and native ecology are all natural environmental assets valuable to East Pasadena.

The East Pasadena is located just south of the San Gabriel Mountains and the Eaton Canyon Wash.
Water runoff from this portion of the San Gabriel Mountains flows to create the Eaton Creek
eventually creating the Eaton Wash. The waters then join the Rio Hondo River and ultimately the
Los Angeles River. The Eaton Wash waters flow through East Pasadena, and need to be addressed
as an environmental priority for two primary reasons:

First, the waters carry all runoff from the East Pasadena are untreated directly to the Los Angeles
River and into the ocean. Though much of the water that flows from Arroyo Seco and the Eaton
Wash are used locally by Altadena and Pasadena, excess waters continue to the Pacific, and can
have an impact on water quality regionally.

Second, the Eaton Wash is one of two major drainages responsible for channeling storm waters for
Altadena and Pasadena. Though typically the Eaton Wash carries little water (less than 500 fts/s),
regular maintenance and monitoring of this drainage channel is key in ensuring the city is prepared
for emergencies and disasters.

The environmental system of the Pasadena area and San Gabriel Mountains is characterized by ―fire
ecology‖ and Chaparral. The region has an extensive burn history, and the flora and fauna native to
the area are accustomed to regular wildfires. Due in part to human intervention and invasive
species, some of the native wildlife of the region struggles to thrive.

The Coastal Sage Scrub plant community in the San Gabriel Valley generally occurs below 1,500 feet
on sloping land below the foothills. This community of low, scrubby plants is the most endangered
vegetation type in Southern California because of pressures from urbanization, flood control projects,
and rock quarries. California sagebrush is the dominant shrub, with other common associates being
white sage, black sage, and flat-topped buckwheat. Plants in this group are adapted to the hot, dry
summers and cool, moist winters we have in Southern California. Individual plants of the Chaparral
Community, which dominates the slopes above the wash, are found on trails. Plants in these
communities commonly respond to fire in two ways. They may regrow from seeds from the original
burned plant, or they may resprout vigorously from the basal stump (bud) and roots left
behind. Species using the first method are called "seeders", and those using the latter, "sprouters"
(some things are logical). Many plants use both techniques to re-establish themselves. Some seeds
require heat to break a tough outer coat and some need charcoal or smoke from fire to sprout.

The air quality of the East Pasadena Area is monitored by the South Coast Air Quality Management
District (SCAQMD), and regularly exceeds acceptable ambient air quality standards. According to
the California Clean Air Act, preparation of an Air Quality Management Plan is required in order to
achieve acceptable air quality standards. The most recently adopted AQMP in 2007 is in line with
the State Implementation Plan (SIP) and aims to achieve five percent reduction annually according to
the California Clean Air Act.

The management plan is designed to accommodate future growth, and hinges on population and
employment projections for the area. Development that is consistent with population and
employment projections, therefore, and considered consistent with the AQMP.

The City of Pasadena also participates in the West San Gabriel Valley Air Quality Plan which was
prepared in 1992 and is intended to improve air quality for the 16 San Gabriel Valley cities while
accommodating further growth.

Pasadena residents‘ connection with the natural environment has a long history, and it is therefore
important to maintain scenic viewsheds for the East Pasadena area. Views of the San Gabriel
Mountains and Eaton Canyon should be maintained or enhanced through urban design techniques
and framing. Views from the streets and at the end of streets should be intentional, and vistas
should be maintained.
Chapter 8 Population and Demographics

8.1 City of Pasadena Overview

The population of the City of Pasadena was estimated at 141,180 in 2009, according to the city
planning division. The projected build out population is 163,000 and is based on the development
capacity and specific plans. According to this 2004 build-out estimation, the city is now currently at
87% of its build out potential. From 1990 to 2010, the city has grown approximately 7%, while Los
Angeles County has grown by 10%. However, since 2006, Pasadena‘s population has been
relatively unstable, fluctuating between 5% losses and 6% gains.

The city is predominantly white, with over 50 percent of the population. Pasadena residents also
generally have access to more vehicles than the rest of the state; vehicles are the primary mode of
transportation for residents, though local trips and errands are often done by walking. Pasadena‘s
median household income has been higher than that of the State and Los Angeles since 2006, and
currently rests at approximately $61,000 per household.

One striking trend in the city is the gradually increasing age of householders. Since 2006, the
number of householders above the age of 65 has increased from 10,000 to 14,000, and the number
of householders 45 to 65 has been declining. The city of Pasadena is in shift; long-time residents
are growing older, and younger new residents are moving in. This shift will manifest itself in income,
activities, employment, etc. In addition, the percentage of Pasadena residents receiving social
security rose from 21% to 27% from 2006 to 2009.

Development of new housing has also been primarily in the Central District with a smaller household
size than the average for the city. Relatively little new housing has been constructed since 2005,
and much of the investment has been in adaptation of existing structures.

Pasadena‘s noteworthy demographic trends since 2006 has shown a slightly unstable growth rate
and average income, an aging population, and a housing stock ripe for retrofitting. See charts on
the following section for more information.