Urban Greening Plan

Transcription

Urban Greening Plan

PACOIMA URBAN GREENING VISION PLAN
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Acknowledgments
Pacoima Beautiful:
Max Podemski, Planning Director
Veronica Padilla-Campos, Executive Director
Yvette Lopez-Ledesma, Deputy Director
Maria Guzman, Promotora
LA Mas:
Elizabeth Timme, Co-Executive Director
Helen Leung, Co-Executive Director
Ross Hansen, Project Manager
Stacey Rigley, Graphic Designer
Hydrology TEAM:
Mark Hanna, Senior Water Resources Engineer, Geosyntec
Miguel Luna, Principal, DakeLuna
Glen Dake, Principal, DakeLuna
Mike Antos, Program Director, Council for Watershed Health
Creative Open Space Los Angeles (COSLA):
Philip Burns, Advance Planning Intern, Los Angeles Department of Recreation and Parks
Melinda Gejer, City Planning Associate, Los Angeles Department of Recreation and Parks
USC Program for Environmental and Regional Equity (PERE):
Madeline Wander, Data Analyst II
TABLE OF CONTENTS
TABLE OF CONTENTS
BACKGROUND Vision Plan
Introduction..........................................6
Project Partners
Vision StatemenT.......................................10
Statement
Goals
Green Streets..............................................30
Engineering Considerations
Guidelines
Potential Green Street Locations
Project Area..............................................14
The Built Environment
Hydrology Study
Funding Sources.......................................20
Water Bonds
Measure R and Measure R2
Active Transportation Grant
Cap-And-Trade
Community Outreach...............................24
Focus Groups
Surveys
Community Events
Highlights
Green Intersections...................................48
Guidelines
Potential Green Intersection Locations
Pocket Parks...............................................56
Guidelines
Potential Pocket Park Locations
Plazas.......................................................66
Guidelines
Potential Plaza Locations
Green Alley..................................................72
Guidelines
Potential Green Alley Locations
Parklets..................................................82
Guidelines
Potential Parklet Locations
Cost of Green Infrastructure.................88
Next Steps...............................................90
Resources .............................................92
Appendices ...............................................94
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BACKGROUND
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INTRODUCTION
The Pacoima Urban Greening Plan was funded through an Urban Greening Grant from the California
Strategic Growth Council awarded to Pacoima Beautiful in 2011. This plan focuses on the central portion of
the neighborhood of Pacoima in the City of Los Angeles, one of the most park poor and environmentally
impacted areas in California. The goal of this grant is to address the most pressing issues of concern in this
community; mobility, open space, the environment, and health. This document was produced through a
collaborative process linking robust community outreach with professionals in urban planning, landscape
architecture and environmental science.
Fig. 1 Current Street Conditions on Van
Nuys Blvd.
BACKGROUND
At the time of publication, the state and region have embarked on a
new development trajectory based around sustainable transportation,
conservation, and environmental sustainability. These efforts have
been bolstered by new funding commitments from programs such
as Cap and Trade, Measure R, and the Proposition 1 Water Bond
passed in November of 2014. The purpose of this document is
to prepare Pacoima to take advantage of these opportunities and
become a model for the sustainable and equitable transformation
of Los Angeles.
The Pacoima Urban Greening Plan is structured to encourage elected
officials, government agencies, and non-profits to take advantage
of these funding opportunities by providing a list of projects with
supporting documentation and community support. In this way,
this document is geared toward producing achievable short-term
actions that will improve both the quality of life and environment in
the Northeast San Fernando Valley.
PROJECT Partners
This document was achieved through the robust collaboration of
community stakeholders, elected officials and professionals engaged
in planning, design and the environment. Below is a description of
the different organizations and agencies involved in producing the
content of this document.
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Pacoima Beautiful
Pacoima Beautiful is a member-based environmental health and justice non-profit serving
the Northeast San Fernando Valley. The mission of Pacoima Beautiful is to empower the
community through programs that provide environmental education, advocacy and local
leadership in order to foster a healthy and safe environment. The organization places high
value on improving residents’ awareness, education and leadership skills so that they can
be more effective advocates for improving the community. Pacoima Beautiful’s work is
achieved through collaboration with local residents, community-based organizations,
government agencies, and city officials, to shape future development in a sustainable and
equitable way. Pacoima Beautiful served as the lead agency on the Urban Greening Grant.
LA-MAS
LA-Más is a non-profit design-based organization collaborating with Pacoima Beautiful
to plan and produce the Pacoima Urban Greening Vision Plan. LA-Más’ mission is to
look critically at systemic problems in the Los Angeles area and provide solutions based
on research and community engagement. By using alternative models of social inclusion
and collaboration, they hope to shape the future of equitable city growth. Collaborating
with architects, urban planners, policy makers, and community members, LA-Más aims
to develop ideas that benefit local ecology, health, and community building for the people
of Pacoima.
City of Los Angeles Councilmember Felipe Fuentes
Councilmember Felipe Fuentes represents the 7th District on the Los Angeles City
Council. He was elected in July of 2013 after serving in the California State Assembly.
Councilmember Fuentes is chair of the City’s Energy and Environment committee and is
an advocate for environmental sustainability and complete streets.
CA State AssemblY member Raul Bocanegra
Raul Bocanegra represented the 39th District in the California State Assembly (2012 to
2014) which encompasses much of the Northeast San Fernando Valley. He is an advocate
for water conservation and open space within the district.
Geosyntec
Geosyntec Consultants, Inc. is a specialized consulting and engineering firm that works
with public and private sector clients to address new projects and complex problems
BACKGROUND
concerning the environment, natural resources, and civil infrastructure. Established in
1983 as an employee-owned corporation, Geosyntec maintains over 120 employees in
seven offices in Southern California.
Creative Open Space Los Angeles
Creative Open Space Los Angeles (COSLA) is spearheaded by the Los Angeles Department
of Recreation and Parks, and is part of a collaborative endeavor with a number of non-profit
and community organizations to help increase the health and livability of communities
across the City. The goal of COSLA is to create unique, neighborhood specific, open space
vision plans for five neighborhoods within the City of Los Angeles, including Pacoima.
COSLA was funded by Community Health Councils’ United for Health, a Center for
Disease Control and Prevention (CDC) Community Transformation Grant - Small
Communities Program.
Technical Advisory Group
A Technical Advisory Group composed of representatives from city agencies, offices of elected officials, as well
as experts on mobility, open space and water was assembled to guide the plan. This group met twice during
the creation of the Pacoima Urban Greening Plan. The first meeting was held on June 11, 2014 and gave
initial input to guide the creation of the document and hydrology study. The second meeting took place on
July 21, 2015 . At this meeting the TAG reviewed and gave input on an initial draft of the Urban Greening
Plan.
TAG Participant Organizations:
• Mountains Recreation and Conservation Authority
• The Nature Conservancy
• Los Angeles Walks
• LA-Más
• Office of City of Los Angeles Councilmember Felipe Fuentes, Council District 7
• Office of State Senator Robert Hertzberg
• Los Angeles Department of Water and Power
• California State University Northridge
• Urban Alianza
• Creative Open Space Los Angeles
• City of Los Angeles Bureau of Sanitation
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VISION STATEMENT
Pacoima is emblematic of the changes that have occurred in many Southern California communities over the
last 50 years. What was once a suburban bedroom community meant to supply workers for nearby factories
has transitioned into a dense and vibrant enclave of newly arrived immigrants and longtime residents. While
the demographics of this community have changed, the physical makeup of the neighborhood has stayed the
same. This has resulted in conditions detrimental to the health and quality of life for residents.
Top/Right: Fig. 02-05 Existing
Neighborhood Conditions
BACKGROUND
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A major challenge in Pacoima is the lack of adequate public infrastructure
and resources for its residents. Very little accommodations have been
made for the significant percentage of the population who do not own
a car. Haphazard land use has resulted in factories and noxious public
facilities abutting schools and residences. The neighborhood was
developed primarily with single-family homes; however, over the years
they have been adapted to house many more people than one nuclear
family. Today, 30% of residents live in rented rooms or converted
garages and Pacoima has some of the most overcrowded housing in the
San Fernando Valley1. Despite the population growth, very few new
parks have been created to accommodate this added density, leaving
Pacoima as one of the most park poor neighborhoods in the entire
region.
This plan outlines key infrastructure and open space investments to
address the myriad of issues facing Pacoima. The main objectives of
this plan are improved mobility and increased opportunities for open
space. However, this document also addresses a range of ancillary issues
including stormwater remediation and infiltration, blight removal,
climate change and economic development. These projects emanate
from community stakeholders who described the issues they currently
face and the solutions they feel could best address them. They were
then elaborated upon by skilled professionals and linked to broader
policies and programs at the city, state, and federal level.
At the time of this writing, Los Angeles is undergoing one of the most
dramatic transformations in its history. Five transit lines are being
constructed, thousands of units of multi-family housing are being
1. CityLAB, 10K Pacoima: Backyard Homes, UCLA; February 2009.
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built and streets are being reimagined as places for pedestrians and cyclists as well as drivers. At the same
time California and the region are facing ecological challenges such as a severe drought and wildfires. These
conditions will be exacerbated by climate change which will create more frequent extreme heat days. Due to
its location and population, Pacoima is particularly vulnerable to these threats2.
In the past, Pacoima has often been victimized by the City’s planning process, becoming the home of facilities
not wanted in other neighborhoods. The Pacoima Urban Greening Plan will help Pacoima face the challenges
and opportunities of the future head-on through a vision that reflects its aspirations and in turn is emblematic
of a more sustainable and equitable Los Angeles.
Goals
Increase Mobility by Creating a Network of Adaptable Greenways
Many Pacoima residents rely on walking and biking to do their daily activities. Improvements to Pacoima’s
public infrastructure and mobility options help support the functions of daily life and connect neighborhoods
to local open spaces. These connections will promote healthy and active lifestyle choices while increasing
access and mobility options for all people.
Fig. 06 Mural of Ritchie Valens
Improve the Ecological Health of Pacoima
Pacoima’s location at the foot of the San Gabriel Mountains makes it critical to the ecology of Southern
California. The Northeast San Fernando Valley has some of the most permeable soils in the region making
it important for groundwater infiltration. The areas location adjacent to the Angeles National Forest also
makes it an important wildlife corridor. Because of this, creating projects that both improve water quality
and provide open space habitat will not just create a better environment within Pacoima but the entire Los
Angeles region.
Provide Access to and Repurpose Open Spaces
Pacoima is one of the most park poor areas in all of Southern California. A legacy of environmental injustice
and disinvestment has blighted the neighborhood with many vacant lots and land uses that are incompatible
with adjacent residences. These parcels are opportunities to provide additional open space that will beautify
the neighborhood and improve the environment. In addition to the vacant parcels, many of the open spaces
in and around the Pacoima area are not being used to their full potential in terms of meeting the needs
of residents. This vision plan seeks to reimagine public spaces in Pacoima in a way that maximizes their
utilization and creates a healthier and more equitable community.
Create A Sense of Place
Pacoima has a rich historic and cultural legacy from the Tongva Tribe who once inhabited the area, to Ritchie
Valens and Van Nuys Boulevard Mural Mile. The new infrastructure and open space built in the community
should accommodate and express the vibrancy, history and unique identity of the community. These spaces
will strengthen neighborhood bonds by providing places for residents, visitors, and stakeholders to come
together.
2. Union of Concerned Scientists, Preparing for Climate Change Impacts in Los Angeles; December 2012.
BACKGROUND
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Fig. 07 Pacoima Wash. Photo Credit: LA Times
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PROJECT AREA
The Pacoima Urban Greening Plan project area focuses on the central portion of Pacoima in the Northeast
San Fernando Valley, 22 miles northeast of Downtown Los Angeles. The project area is entirely within the
Los Angeles city limits and consists of five square miles bounded by the 118 Freeway to the west, the 210
Freeway to the north, Hansen Dam and Branford Street to the east, and the 5 Freeway to the south. This
area is largely residential with industrial concentrations along San Fernando Road and Branford Street, and
Whiteman Airport, which is owned by the County of Los Angeles, in the center.
Fig. 08 Project Area Map. The project
area is the central portion of Pacoima in
the City of Los Angeles in the northeast
San Fernando Valley, 20 miles north of
downtown Los Angeles.
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BACKGROUND
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Despite its suburban appearance, Pacoima is a densely populated
neighborhood with a severe lack of open space. The population of the
project area is 67,000 residents giving it a population density of over
13,500 people per square mile. This is nearly twice the density of the
City of Los Angeles as a whole. Over 20% of housing units in the
project area have more than one occupant per room (Fig. 9), which
is considered overcrowded by the Department of Housing and Urban
Development3. It is estimated that nearly 30% of residents live in rented
rooms or converted garages. These are often illegally constructed units
built on lots of single-family homes.
In spite of Pacoima’s high population density and overcrowding, there
is a lack of public space and transportation infrastructure that does not
meet residents’ needs. Only 50 acres of park space exists in the project
area giving it a ratio of 1,350 residents for each acre of park space.
This translates to 16 times less park space per capita than the City as
a whole, making it one of the most park poor neighborhoods in an
already park poor city. Furthermore, nearly 8% of households have
no access to a vehicle (Fig. 10) and 31.4% of the population is under
the age of 184 (Fig. 11). The lack of vehicles combined with the high
population of children means that many residents rely on walking,
biking, and public transit.
0
.25
.50
1.0 miles
Pacoima is a predominantly Latino, immigrant community. Over 90%
of residents in the project area are people of color with the vast majority
being of Latino descent and a small community of African Americans.
3. U.S. Department of Housing and Urban Development, Measuring Overcrowding in
Housing; September 2007
4. 2008-20012 American Community Survey 5-Year Estimate
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Fig, 09 Overcrowded renter-occupied units. 2008-2012
Fig. 10 Household with no car. 2008-2012
Fig. 13 Linguistically-Isolated households. 2008-2012
Fig. 14 Population below poverty. 2008-2012
BACKGROUND
Fig. 11 Workers with no cars. 2008-2012
Fig, 12 Foreign born percentage. 2008-2012
Fig. 15 Median household income. 2008-2012
Fig. 16 Project area homeowners percentage. 2008-2012
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Immigrants make up 43% (Fig. 12) of the population compared with 35.3% for the county as a whole and
21.8% of households are linguistically (Fig. 13) isolated compared with 14.8% for the county as a whole5.
Pacoima is home to many low-income residents. 23% of the population is below the poverty rate (Fig. 14)
compared with 17% for the county as a whole. In all but two census tracts in the project area the median
household income is below the countywide average. There are seven census tracts within the project area
where the poverty rate is 28% or higher.
The CalEnviroScreen tool, created as part of Senate Bill 535, is used to measure communities disproportionately
burdened by pollution, defined as “disadvantaged communities.” CalEnviroScreen places Pacoima into the
top 10% of most disadvantaged communities and environmentally impacted areas in the state6. SB 535
also established a cap and trade system for polluters and calls for 25% of those funds to go to projects
in disadvantaged communities. This program is one important avenue to pursue funding through for
environmentally-minded community development projects in Pacoima.
Partially due to environmental and demographic conditions, Pacoima residents suffer from a range of
chronic diseases. 29.1% of children are diagnosed as obese, while the adult obesity is estimated to be 38.8%7.
7.0% of adults are diagnosed with diabetes, and approximately 7.4% of adults suffer from heart disease8.
Obesity and chronic health diseases are linked to factors of the built environment and physical inactivity. As
discussed under “The Built Environment” section of this document, Pacoima’s current cityscape consists of
sprawl conditions that discourage walking, support vehicular travel, and lacks park and recreational space.
These challenges will be addressed by design plans that support walkable and bikeable neighborhoods and
encourage an active lifestyle.
The Built Environment
Pacoima has a rich historic and cultural legacy that is reflected in its built environment. The neighborhood
was first settled in the late 1800’s around a passenger terminal for the Southern Pacific Railroad that ran down
present day San Fernando Road. The majority of Pacoima was developed in the postwar period and the built
environment is indicative of the planning and development practices of that time. Pacoima was also one of
the few places in the San Fernando Valley where African Americans could purchase a home and was the heart
of the black community in the Valley during the post-war period. It was also home to a substantial Japanese
American and Latino community. Beginning in the latter half of the 20th century, Pacoima became a magnet
for immigrants from Mexico and Central America and today its population is overwhelmingly Latino.
Fig. 17-18 Built Environment. There are
many intrusive pieces of auto infrastructure in the project area which tarnish the
environment.
Typical of the San Fernando Valley, streets are laid out in a grid with major arterials in three-quarter of
mile intervals. The streets are often very wide and car oriented with few crosswalks or accommodations for
pedestrians. The heavy traffic in the neighborhood and single-use design of streets makes the environment
hazardous for pedestrians. Commercial zoning concentrates activity along the arterials and residential zoning
is predominantly for single-family homes. The San Fernando Gardens public housing complex makes up a
large percentage of the neighborhoods multifamily housing stock. Unlike much of the Valley, Pacoima has
industrial zones often interspersed with homes and schools. However, lack of open space and gradual increase
in population over the decades, has lent the area an urban feel in spite of its location over 20 miles from
5. 2008-20012 American Community Survey 5-Year Estimate; 6. Office of Environmental Health Hazard Assessment, CalEnviroScreen
2.0; October 2014 www.oehha.ca.gov/ej; 7. Los Angeles Department of Public Health, 2008; 8. Los Angeles Department of Public
Health, 2007
BACKGROUND
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Downtown Los Angeles. This can be partially attributed to a hidden density due to overcrowding and the
construction of illegal garage conversions and accessory dwelling units.
Pacoima has a variety of lots/parcels that can be redeveloped into more sustainable and accessible, public
spaces. There are nine schools in the project area covering over 95 acres. These school parking lots and
playgrounds have a high potential to be retrofitted to capture and re-use or infiltrate rainfall on-site. Strategic
tree planting can help manage storm flows and offset energy consumption, and a more thoughtful landscape
selection can reduce water use. Joint-use of facilities can help meet community needs for active recreation.
Due to lack of economic development and deindustrialization over the last several decades, vacant lots
are a common feature in Pacoima. However, these lots represent an opportunity for new recreational and
open space within the neighborhood. In addition, alleys and other easements can be designed in a way that
increases mobility.
HYDROLOGY STUDY
As part of the Urban Greening Plan, Pacoima Beautiful, in collaboration with Geosyntec Consultants, the
Council for Watershed Health, and DakeLuna, produced a hydrology report complete with conceptual plans
to develop several types of multi-benefit stormwater capture projects within the Pacoima neighborhood.
The study identified features that can enhance the livability of the region and attract funding partnerships
through water resources benefits. Multiple local planning efforts, such as the Los Angeles Department of
Water and Power Stormwater Capture Master Plan and the Los Angeles Bureau of Sanitation Enhanced
Watershed Management Plan, compliment the Pacoima Urban Greening Plan by offering a framework and
pathways for implementing water quality projects. Additional opportunities for financial support include the
2014 Water Bond and the US Bureau of Reclamation WaterSmart program.
Using the Structural BMP Prioritization and Analysis Tool (SBPAT), hydrologic and water quality modeling
was performed to help prioritize locations for typologies and estimate annual average water resource benefits.
Results were run through the Groundwater Augmentation Model (GWAM) to better understand soil-water
balance and refine recharge estimates.
Project typologies associated with various land uses were crafted to illustrate pocket parks, green intersections,
green alleys, and green streets at appropriate locations within the Pacoima neighborhood. Subsequently,
specific locations were prioritized using the aforementioned SBPAT and GWAM modeling results in addition
to extensive outreach performed by Pacoima Beautiful for the Urban Greening Plan. Typologies were then
enhanced with potential concept design criteria and sketches of how these ideas may fit into the community.
Once full concepts were developed, each project concept was modeled in order to estimate water resource
benefits.
Projects developed for the hydrology study are capable of capturing more than 100 acre-feet of water for the
City of Los Angeles and removing more than 600 pounds of pollutants from waterways including Pacoima
Wash, Tujunga Wash, the Los Angeles River, and the Pacific Ocean. Individual typologies are presented in a
simple format for easy inclusion in grant applications and funding requests. Considering that water resources
benefits vary from location to location and from design to design, Pacoima Beautiful was provided with a
customized calculator to assess the potential of future designs to garner financial support. The full report can
be found in the appendix of this document.
Fig. 19-20 Drawings from the Hydrology
Study by Geosyntec Consultants
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FUNDING SOURCES
A fairly broad array of funding opportunities exists for green infrastructure and open space. This coincides
with attempts to make green infrastructure more common across the city. The City of Los Angeles is taking
the first steps to weave green infrastructure into transportation projects. The new MS4 permit issued by
the Los Angeles Regional Water Quality Control Board will require projects that benefit stormwater runoff quality in all cities and the county. In addition, The State of California also offers funding via the State
Water Resources Control Board, the Department of Water Resources, and the Strategic Growth Council.
This funding has been spent on a variety of projects including green streets and other greening or water
management projects. The Federal government has minor funding through the EPA, and more robust,
sustained funding through the US Bureau of Reclamation. Below is a summary of the resources available for
urban greening, water management projects, and mobility:
Fig. 21 Homes on Pierce Street. In spite
of its suburban appearance Pacoima has
a hidden density due to many garage
conversions and accessory dwelling units.
BACKGROUND
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Water Bonds
Over the past ten years, water bonds have been the main source of
state money to support urban greening and water resources projects.
Proposition 84, passed in 2006, allocated resources to integrated
regional water management projects via the Department of Water
Resources, urban greening projects via the Strategic Growth Council,
and water quality projects via the State Water Resources Control Board.
Proposition 1, passed by California voters in November 2014, allows
the state to issue bonds for $7.12 billion and re-appropriates $400
million from previous bonds for water supply infrastructure projects.
This $7.5 billion will be used to fund projects within several broad
categories:
• Clean, Safe and Reliable Drinking Water - $520 million
• Protecting Rivers, Lakes, Coastal Waters and Watersheds - $1.5
billion
• Regional Water Security, Climate and Drought Prep - $810
million
• Statewide Water Storage - $2.7 billion
• Water Recycling - $725 million
• Groundwater Sustainability & Cleanup - $900 million
• Statewide Flood Management - $395 million
Within the bond are provisions to support greening community,
manage stormwater as a resource, and provide engagement, technical
assistance and projects to communities classified as “disadvantaged.”
Most of the resources will be conducted as competitive grants and
guidelines and will be disbursed through out 2016.
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Integrated Regional Water Management Program (IRWMP, California Department of Water Resources):
The Greater Los Angeles County Integrated Regional Water Management (GLAC-IRWM) program is an
influential organization for water-related projects. Projects that wish to be considered for funding must
be submitted to the region’s online database, “Opti”. Projects selected by the regional decision-making
structure (sub-regions and leadership committee) must be well developed. There are also costs associated
with submitting a project.
Funding rounds have accompanied money from water bonds, Propositions 50, 1E, and 84. The most recent
was “round 2” from Prop 84, though a call for projects for “round 3a” was submitted in summer 2014 related
to the emergency drought legislation that accelerated the spending of Prop 84 dollars. A “round 3b” was
issued in October of 2015. Future funding rounds are uncertain.
California's Strategic Growth Council
The Strategic Growth Council (SGC) is composed of agency secretaries from the Business Consumer Services
and Housing Agency, California Health and Human Services, California Environmental Protection Agency,
California State Transportation Agency, California Natural Resources Agency, the director of the Governor’s
Office of Planning and Research, and public member Robert Fisher (appointed by the Governor).
The SGC Strategic Plan sets forth priorities and actions for a three year period: January 1, 2012 through
December 31, 2014. The plan identifies a policy where the intersecting objectives of sustainability overlap
with public health, natural resources, transportation, and housing. The SGC is tasked with coordinating the
activities of state agencies to promote sustainable communities, economic prosperity, and quality of life for
all residents of California.
Proposition K
Proposition K (Prop K) is a citywide assessment district in Los Angeles which generates twenty-five million
dollars in funds each year for the acquisition, improvement, construction, and maintenance of City parks,
recreation facilities, and other projects through an annual real property tax assessment on City residents over
a 30-year period. Funding is for capital improvements and maintenance. The funds are administered by the
Los Angeles City Engineer through a competitive application process.
Quimby Funds
The State Quimby Act was established by the California legislature in 1965 and provides for the dedication of
parkland and/or payment of in-lieu fees as a condition of approval for certain types of residential development
projects. Most residential development projects in Los Angeles requesting a subdivision or a zone change
are to pay a fee in-lieu, or dedicate land for parks or recreation as a condition of approval of the project.
Currently, fees can only be spent, and land can only be dedicated, within a service radius of one to two miles
from the development that paid the fee.
The City’s Quimby Program is administered by Recreation and Parks (RAP) Planning and Construction
Division. The RAP Planning and Construction Division is responsible for planning the acquisition,
development, improvement, and restoration of City parks, open spaces, recreation, and community facilities.
A Board Report is prepared by the division containing recommendations for the allocation of Quimby Fees
for parks in recognized geographic areas within each Council District.
BACKGROUND
Measure R and Measure R 2
Measure R is a 30 year half cent sales tax for Los Angeles County passed by voters in 2008. The funds are
for the expansion and improvement of transportation infrastructure. Most of the funds in Measure R are
earmarked for specific projects and no funding is directly allocated to pedestrian and bike infrastructure.
However, 15% is allocated to cities within the county for discretionary use on transportation infrastructure
and many cities have used these funds for bike and pedestrian improvements.
Currently, Metro and local Councils of Governments are considering putting another sales tax on the 2016
ballot for transportation. Many people refer to this new proposition as Measure R 2. It is a possibility that a
percentage of these funds will be specifically earmarked for bike and pedestrian infrastructure.
Active Transportation Grant
The Active Transportation Program (ATP) is a statewide funding source for active transportation projects
created in 2013. This program consolidates several existing federal and state transportation programs into
a single program. ATP is administered by the Division of Local Assistance, Office of Active Transportation
and Special Programs. The purpose of ATP is to encourage increased use of active modes of transportation
by achieving the following goals:
• Increase the proportion of trips accomplished by biking and walking;
• Increase safety and mobility for non-motorized users;
• Advance the active transportation efforts of regional agencies to achieve greenhouse gas (GHG)
reduction goals;
• Enhance public health;
• Ensure that disadvantaged communities fully share in the benefits of the program, and;
• Provide a broad spectrum of projects to benefit many types of active transportation users.
Only cities are eligible to apply for the ATP program, however, non-profits and community based organizations
can collaborate with cities on applications. Funding is allocated first at a state wide level and then by local
Metropolitan Planning Organizations, such as Southern California Association of Governments (SCAG).
Both planning and capital projects are eligible for funding.
Cap-and-Trade
The California Cap-and-Trade program resulted from AB 32, which requires the state to return to 1990
levels of greenhouse gas emissions by 2020. The program auctions off carbon allowances to polluting entities
across the state. The revenue is then directed back into programs meant to further reduce carbon emissions.
The 2014-2015 expenditure plans directs $250,000,000 into low carbon transportation and wetlands and
watershed restoration.
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COMMUNITY OUTREACH
In order for the Pacoima Urban Greening Plan to reflect the needs and aspirations of Pacoima residents and
stakeholders, a large community outreach effort was undertaken. The overall goal of this outreach was to
make community members stakeholders in this plan so they could help advocate for its implementation. In
order to achieve this, our outreach strategy was designed to reach a large and diverse segment of the Pacoima
community and allow them to share their vision for the neighborhood. This information was then used to
extrapolate interventions that would improve the quality of life of residents.
The community outreach process took a multi-pronged approach involving different types of engagement
in order to reach as many stakeholders as possible. Notes from these meetings are compiled in the appendix.
Top: Fig. 22-23 Community mapping
exercise during focus groups.
Right: Fig. 24 The Bradley Avenue Block
party event demonstrated elements of the
Urban Greening Plan and allowed the
community to give feedback.
BACKGROUND
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Focus Groups
A key outreach strategy was hosting many small focus groups with
existing community organizations. A list of organizations within the
project area were compiled which included neighborhood councils,
neighborhood watch groups, and parent centers at local schools.
Through targeting a diverse range of organizations, residents and
community stakeholders who might not normally attend planning
workshops were reached. These meetings began with a presentation
describing the goals and purpose of the Urban Greening Plan. Then,
different types of interventions targeting the goals of the plan were
described. The purpose of the presentation was to encourage people to
think about the challenges that exist in the neighborhood and possible
solutions.
Community Presentations:
• Pacoima Holiday Parade Festival, December 13, 2013
• San Fernando High School Environmental Club, January 15,
2014
• Telfair Elementary Parent Center, January 16, 2014
• San Fernando Gardens Residents Advisory Council, January 17,
2014
• Pacoima Beautiful Members, January 23, 2014
• Sharp Elementary Parent Center, February 4, 2014
• Pinney Neighborhood Watch, February 5, 2014
• Youth United Towards Environmental Protection (YUTEP),
February 5, 2014
• Pacoima Neighborhood Council Outreach Committee, February
6, 2014
• Pacoima Middle School Parent Center, February 10, 2014
26
• Sarah Coughlin Elementary Parent Center, February 19, 2014
• Pacoima Neighborhood Council General Board Meeting, February 19, 2014
• Pacoima Community Initiative, April 11, 2014
TOP PRIORITIES
TRAILS
PEDESTRIAN AMENITIES
STREET TREES
BIKE PATHS
OUTDOOR EXERCISE MACHINES
The second part of the meeting consisted of a mapping exercise. Large maps of the project area were laid out
on tables. Pens, markers, and small icons with pictures of the various interventions that were described in the
presentation were placed around the maps. Meeting participants were then asked to write down or draw what
routes they take in their neighborhood, what challenges or issues they have, and indicate through writing
or drawing or placing icons where they would like to see new infrastructure go. The mapping exercise was
very valuable because it targeted infrastructure in places where it met community needs and also identified
neighborhood issues at an extremely local level. It also revealed assets such as vacant lots and alleys that can
be repurposed into new community amenities. After the mapping exercise, participants were asked to report
back on what they put on the map.
The data collected during the focus group mapping can be found in the appendix. The mapping data was
then recorded and categorized using GIS. These maps helped locate the focal points and nodes within the
project area and acted as the basis for the interventions proposed in this document.
PLAY STRUCTURE
PICNIC TABLE
PUBLIC ART
PLAZA/TOWN SQUARE
GREEN ALLEY
After a draft of the Pacoima Urban Greening Plan was created, a second round of focus groups was held
with a portion of the previously engaged organizations to gain feedback. This was to ensure that the plan
actually reflected the issues brought up by the community.
COMMUNITY GARDEN
FARMERS MARKET
PEDESTRIAN STREET
POCKET PARKS
DOG PARK
SKATE PARK
PARKLET
BIKE RACKS
LOW PRIORITY
DOG PARK
PARKLET
SKATE PARK
PEDESTRIAN STREET
PUBLIC ART
FARMERS MARKET
POCKET PARKS
COMMUNITY GARDEN
BIKE RACKS
PLAZA/TOWN SQUARE
GREEN ALLEY
Surveys
In coordination with Creative Open Space Los Angeles, 685 residents and neighborhood stakeholders
were surveyed on issues related to the Urban Greening Plan. The surveys were conducted by trained,
neighborhood residents in both English and Spanish. The surveyors were dispersed around the community
and to neighborhood events such as the Pacoima Holiday Parade and various neighborhood cleanups. The
survey questions were drafted based on best practices for open space surveys developed by the Robert Wood
Johnson Foundation and the University of Chicago. However, many of the questions were specific to the
unique conditions of the project area.
The survey questions gaged residents opinions on nine open space typologies; pocket parks, green alleys,
parklets, street trees, street amenities, pedestrian streets, farmers markets, community gardens, and plazas
(these were the same typologies described during focus group meetings). Residents ranked these typologies
based on need for their neighborhood and also suggested locations for these facilities. Residents were also
asked general questions on what type of dwelling they live in, if they have children, and how accessible open
space is to them. Complete survey results can be found in the appendix.
PICNIC TABLES
OUTDOOR EXERCISE MACHINES
BIKE PATHS
Community Event
STREET TREES
PLAY STRUCTURE
PEDESTRIAN AMENITIES
TRAILS
Fig. 25-26 COSLA Survey Results. The
high and low priorities for community
members in Pacoima.
The focus groups and surveys culminated into a large community event. On April 19, 2014, one block of
Bradley Avenue, adjacent to Van Nuys Boulevard and the San Fernando Gardens Public Housing complex,
was closed to traffic and turned into a pedestrian plaza for the day. The goal of this event was to demonstrate
how neighborhood infrastructure could be repurposed into public space. Performances and a mini farmers
market took place during the event and various stations where residents could give input on the Urban
Greening Plan where set up. A large, temporary mural depicting a map of Pacoima was created by local artist
BACKGROUND
Kristy Sandoval and attendees were asked to write or draw neighborhood issues and desires on it, much like
during the focus group meetings. James Rojas, a nationally known expert on public engagement in urban
planning issues, led groups of children and adults in building their ideal public space using found objects.
A second community event was held to gain feedback on the draft of the plan. This event took on an
open house format where different stations were assembled highlighting the different types of interventions
proposed by the plan. A facilitator was at each station to receive feedback. This feedback was then integrated
into the final draft of the plan.
HIGHLIGHTS
During the focus group, residents were also asked to describe issues that they encountered living in
the project area. These issues ranged from things that might make them feel unsafe and less likely to
walk or bike throughout the neighborhood. These issues represent opportunities for interventions that
might improve certain areas of the community. The list below summarizes issues that are important to
community residents.
Illegal Dumping
The illegal dumping of garbage, furniture, construction debris and other items is a serious concern for
neighborhood residents. This activity tends to happen in alleys or in areas of the community that are
perceived to be hidden or desolate. However, residents have also cited it happening on sidewalks along
residential streets. These items are not only unsightly, but present a hazard to pedestrians because they
create a barrier on public sidewalks and right-of-ways. Illegal dumping can also exacerbate flooding
during storm events.
Pedestrian Safety
Pedestrian safety was an issue brought up by many stakeholders. Major streets such as Van Nuys Boulevard
and Paxton Street were cited as places where people feel unsafe. This is particularly problematic because
these streets are in close proximity to schools and other important community hubs. The most common
reason for people feeling unsafe is the high speed of traffic, and lack of pedestrian facilities, such as
adequate sidewalks, lighting, and crosswalks.
Crime
Crime and the perception of crime were also cited as a serious issue. Places where residents tend to feel
unsafe are around Pacoima Plaza of the Stars and the San Fernando Gardens public housing complex.
Street Lights
A major concern for residents is the lack of lighting, particularly on neighborhood streets. Residents feel
that the lack of lighting makes it unsafe to walk or bike around these areas.
Poor Maintenance of Existing Open Spaces
Several community members brought up issues relating to poor maintenance at existing parks particularly
on sports fields. The two parks mentioned were David Gonzalez Park and Hansen Dam Recreation
Center.
27
VISION PLAN
30
GREEN STREETS
The findings of the COSLA Survey revealed that community members believe that there is currently a lack
of pedestrian amenities to promote safety, convenience, and predictability along the sidewalks of Pacoima.
Establishing a network of Green Streets will transform roads in Pacoima from primarily serving cars to
meeting a range of environmental and mobility needs.
Green Streets remove impervious concrete or asphalt surfaces on portions of existing thoroughfares and turn
them into landscaped, permeable green spaces that capture stormwater. Green Streets also include plants
Top: Fig. 27 Portland Green Street
Right: Fig. 28 Potential Green Street at
Van Nuys Blvd.
VISION PLAN: GREEN STREETS
31
and soil to naturally filter water and recharge groundwater supply. This
type of infrastructure enhances the pedestrian experience, improves
connectivity, and promotes the feeling of safety by efficiently serving
both motorized and non-motorized users while providing stormwater
capture and remediation.
Green Streets can also feature traffic calming measures to slow speeds
and create intersection improvements to provide safer bicycle and
pedestrian crossings and access. Wider sidewalks promote walking and
can accommodate water quality features that treat stormwater runoff.
Improved curb ramps at all intersections will improve accessibility.
These features provide attractive streetscapes while also creating natural
habitat.
Green Streets are also an opportunity to introduce additional street
trees. Street trees have multiple benefits including providing shade
which is particularly important in the hot climate of Pacoima. Street
trees also address the urban heat island affect and can help alleviate
the effects of climate change such as severe heat days. Urban tree
horticultural practices such as structural soil should be used to ensure
that street trees are resilient and conserve water.
While restoring watershed quality and enhancing neighborhood
livability, Green Streets would simultaneously assist in cleaning and
cooling the air and water of Pacoima and Los Angeles as a whole.
This approach will help meet regulatory requirements for pollutant
reduction and water resources management. To assess whether a street
would be a viable candidate for transformation into a Green Street, it
is important to acknowledge the following engineering considerations
to ensure adequate efficiency of the streets improvement:
32
GREEN STREETS
GUIDELINES:
01
02
Incorporate access needs for local
businesses, including loading activities
and utility vehicles.
Increase buffering for pedestrians
from through traffic.
05
Special paving along sidewalk to
promote pedestrian activities and
provide a consistent branding along
the corridor.
Where to
apply:
TITLE
03
04
Accommodate pedestrian needs,
especially to allow an efficient flow
of pedestrians between parked cars,
sidewalk, and adjacent buildings.
Considers stormwater infiltration and
drainage where feasible.
•
•
•
In locations with high levels of pedestrian activity
In locations with high volume of through traffic
Where there is a desire for pedestrian environment in the public realm
33
34
Engineering Considerations
Crosswalks
Marked crosswalks are an essential tool for helping pedestrians move safely and comfortably across roadways.
Crosswalks can also provide a unique streetscape design treatment that celebrates the local community while
emphasizing the presence of pedestrians.
Marked crosswalks also allow drivers to anticipate crossing pedestrians and encourage safe pedestrian access at
desirable locations. Although many motorists are unaware of the legal obligations at crosswalks, the California
Vehicle Code requires drivers to yield to pedestrians in any crosswalk, whether marked or unmarked.
Green Street design should emphasize and highlight crosswalks as a fundamental part of the pedestrian
environment. This is particularly important in Pacoima where many major streets lack crosswalks. On Van
Nuys Boulevard through the project area, only 50% of intersections have crosswalks9.
Crosswalk Design
In general, crosswalks need to be as wide as the sidewalk, but in a location with high pedestrian demand,
crosswalks should be wider. Per federal accessibility guidelines, crosswalks should be no less than 10 feet in
width and must incorporate curb ramps and tactile warning strips.
Uncontrolled Intersections: Intersections that do not contain traffic signals or stop signs are considered
uncontrolled intersections. The decision to convert an uncontrolled intersection to a marked crosswalk
at an uncontrolled location should be guided by an engineering evaluation that considers vehicular
volumes and speeds, roadway width and configuration, stopping sight distance, distance to the next
controlled crossing, night time visibility, grade, and pedestrian volumes.
High-Visibility Crosswalks: Due to the low approach angle at which pavement markings are seen
by drivers, traditional transverse markings should be replaced to longitudinal stripes to increase the
visibility of a crosswalk to oncoming traffic.
Mid-Block Crosswalks: Provide crossing access to pedestrians when other crossing opportunities
are distant or where a destination creates high crossing demand. Closely spaced intersections provide
pedestrians with access to crosswalks without having to go out of their way.
Hydrology
Green Streets infrastructure must take into account the hydrology of the surrounding area. This includes
taking into consideration where water is coming from, the volume of water, the amount of pollutants in the
water, and the infiltration rate of soil in the area. As part of this document, a hydrological analysis of the
project area was prepared containing all of this information.
9. Podemski, Max. “Want people to walk in L.A.? Then we need more crosswalks.” Los Angeles Times May 28th 2015.
35
SEATING
STREET / PEDESTRIAN
LIGHTING
DRY AND WET TOLLERANT
STREET TREE
NEW CURB (AND GUTTER)
WITH CURB CUTS
TRASH / RECYCLING
RECEPTACLES
DRY AND WET PLANTING
Sidewalk
Flow Thru Parking
Planting
Designated Bike Lane
Existing Traffic lanes
Parking
Flow Thru
Planting
Sidewalk
Designated Bike Lane
Fig. 29 Green Street Section
36
Top: Fig. 30 Rain Garden, Fig. 31 Parking
Lane Planters
Right: Fig. 32 Permeable Paver
Filtration
All storm drains located on a Green Street should include filters that will collect runoff waste, oils, and other
debris prior to entry into the watershed. It must also look at anticipated flow, and improve the environment/
biological health of the local hydrological systems.
Common Filtration Methods
Permeable Paving {Fig. 32}: Street and sidewalk paving materials that allow stormwater to filter
through to the soil below. Permeable paving materials such as porous concrete or unit pavers may look
similar to traditional paving materials, but allow air and water to pass through the paving material,
providing the opportunity for temporary storage of stormwater runoff and/or groundwater recharge
into the soils below.
Street Trees: The most important element of the street environment. Street trees should always be
included in the design of complete streets. Street trees have been shown to create numerous benefits,
including: reduced stormwater runoff, more shade, improved air quality, enhanced property values in
residential neighborhoods, increased spending in commercial areas, and enhanced beauty and visual
interest.
Street and Sidewalk Pocket Parks: Small, active public spaces created in the existing public right-ofway. They can be located in medians, curb extensions, or in the furnishings zone on sufficiently wide
sidewalks. In addition to landscaping, pocket parks may include seating areas, play areas, community
garden space, or other elements to encourage active use of the public open space. Pocket parks provide
important public space in areas with high-density land use and areas deficient in open space.
Rain Gardens {Fig. 30}: Planted depressions designed to collect and absorb stormwater runoff from
nearby paved surfaces, such as streets and sidewalks. They combine engineered stormwater control and
treatment with aesthetic landscaping. Depending on soil conditions, they can be designed to remove
pollutants from stormwater using biological processes, slow the movement of stormwater through the
landscape and/or allow the water to seep into the soils below.
Parking Lane Planters {Fig. 31}: Landscaped sidewalk extensions placed between parking spaces at
regular intervals or at specific locations. They provide space for street trees and landscaping on streets
with narrow sidewalks, where tree planting is limited by conflicts with utilities or driveways, or where
there is a desire to visually narrow the roadway.
37
38
Bioretention Planters {Fig. 33}: Used to capture rooftop runoff from disconnected downspouts. Because
they can be effective even in small installations, bioretention planters are appropriate in constrained
locations where other stormwater facilities are not possible. If the soils beneath the bioretention planters
are free of soil or groundwater contamination and porous enough to absorb the rainwater quickly, then
bioretention planters can be designed to allow the water to infiltrate into the soils below. If infiltration
is not feasible, they can be designed as flow-through systems that collect the water temporarily in pools
before filtering and releasing it slowly into the sewer system. Storing the water onsite in a bioretention
planter during heavy storms frees up capacity in the combined sewer system.
Fig. 33 Bioretention Planters
Street lighting
Street lighting is a key organizing streetscape element that defines the nighttime visual environment in urban
settings. Street lighting includes roadway and pedestrian lighting in the public right-of-way. Street light poles
and fixtures can also create a defining visual characteristic during daylight hours.
Quality street lighting helps define a positive urban character and supports nighttime activities. The quality
of visual information is critical for both traffic safety and pedestrian safety and security. Lighting should be
designed not only for vehicular traffic on the roadways, but also for pedestrians on sidewalks and pedestrian
paths.
Green Streets should include streetlights powered with LED bulbs and/or solar power.
Traffic Flow
Green Streets should encourage a safe vehicular speed and discourage cut-through in residential neighborhoods,
with the goal of enhancing pedestrian safety and improving neighborhood livability. Traffic calming features
may also contribute to the aesthetic quality of the streetscape. The installation of traffic calming features can
help reduce noise pollution and lessen road repairs, which would save money on road maintenance.
Streets which connect to major nodes are candidates for potential green streets making safe, comfortable,
non-vehicular connections to local destinations, parks, schools and other community assets. When assessing
whether or not to develop a Green Street, it is necessary to evaluate the balance between the right of way
dedication to transit vehicles, automobiles, bikes and pedestrians – assuring essential traffic flow and favoring
improved transit services while encouraging increased bicycling and pedestrian use.
Traffic calming Features include:
Chicanes {Fig. 34}: A series of alternating mid-block curb extensions or islands that narrow the roadway
and require vehicles to follow a curving, S-shaped path, which discourages speeding. Chicanes can also
create new areas for landscaping and public space along the roadway.
Curb extensions {Fig. 37}: An extension of the sidewalk into the parking lane to narrow the roadway
and provide additional pedestrian space at key locations (commonly used at corners and at mid-block).
Curb extensions enhance pedestrian safety by increasing pedestrian visibility, shortening crossing
distances, slowing turning vehicles, and visually narrowing the roadway.
Fig. 34 Chicanes
Curb Radius Changes: The shape of a corner curb radius (the radius defined by two sidewalks on
perpendicular streets that come together at a corner) has a significant effect on the overall operation
39
Top: Fig. 35 Vegetated Median, Fig. 36
Raised Crosswalks
Left: Fig. 37 Curb Extension
and safety of an intersection. Smaller turning radii increase pedestrian safety by shortening crossing
distances, increasing pedestrian visibility, and decreasing vehicle turning speed.
The shape and dimensions of curb radii vary based on street type and transportation context.
Medians and Islands {Fig. 35}: Space provided pedestrian safety features and traffic control devices,
amenities, landscaping and stormwater management. They can provide traffic calming and aesthetic
benefit, but the addition of medians alone may also cause an increase in vehicle speeds by reducing
friction between opposing directions of traffic.
Where no median is present, raised islands can be used as traffic calming features to briefly narrow the
traveled way, either in mid-block locations, or to create gateways at entrances to residential streets.
Raised Crosswalks {Fig. 36}: When the level of the roadway is brought to that of the sidewalk, forcing
vehicles to slow before passing over the crosswalk and providing a level pedestrian path of travel from
curb to curb. Raised crosswalks can be located at intersections or mid-block. At intersection locations,
the raised area can be extended to include the entire intersection.
Speed Humps: A rounded device across the roadway that causes vehicles to reduce speed. They are
sometimes broken up to allow a clear path for bicyclists, and contain signage and paint markings so that
they are visible. They are typically used on residential streets where there is a desire to slow vehicle speeds.
40
Potential Green Streets
Laurel Canyon Boulevard
from Paxton Street to Branford Street [a]
Laurel Canyon Boulevard is a major east-west running street. It
connects several neighborhood facilities including San Fernando
High School, Ritchie Valens Park, Pacoima Middle School, Burt
Corona Charter School, Mary Immaculate Church/School, and
Montague Charter School. It also contains other religious and
cultural institutions such as the Khalsa Care Foundation Gurdwara
and the San Fernando Valley Japanese Community Center. Other
nodes include a shopping center containing a Target and Food 4
Less. Laurel Canyon is also a transit corridor that carries the 230 bus
to Studio City. The street has high potential for water infiltration
and is planned to have a priority bike lane under the city’s bike plan.
The communities to the south of Laurel Canyon are some of the
poorest in the project area with 28% of households being below the
poverty rate. This corridor also passes through areas with high rates
of households without cars and very high rates of youth who use
this corridor to get to school and other services.
LEGEND
Site Boundary
Existing Parks
Proposed Green Streets
Van Nuys Boulevard
from Laurel Canyon Boulevard to Glenoaks Boulevard [B]
Van Nuys Boulevard is the main artery of Pacoima and is home to
the majority of the community’s commercial and cultural amenities,
as well as government and non-profit services. As the main business
corridor in the neighborhood, it is a pedestrian friendly business
district from Laurel Canyon Boulevard to San Fernando Road,
with stores and restaurants that give the street a local flavor. Van
Nuys Boulevard is also lined with many murals that have become
a cultural attraction with regular tours that draw people from
across the region. Important facilities line Van Nuys, including
the Pacoima Library, Pacoima Post Office, Pacoima City Hall,
banks, MEND, Neighborhood Legal Services, Valley Economic
Development Center, Chrysalis, Pacoima Beautiful, San Fernando
Gardens, Pacoima Charter School, the Pacoima Community
Center, and Pacoima Plaza of the Stars. The Boulevard is the second
busiest transit corridor in the San Fernando Valley after the Orange
Line with two bus lines including the 761 Rapid Bus and the 233
local bus, both of which run to Westwood.
Currently, the north segment of the street-from San Fernando
to Foothill-has a bike lane. The southern segment is planned for
a priority bike lane under the mobility plan. The entire corridor
through the project area is part of the Transit Enhanced Network in
Proposed Green Streets
A
Laurel Canyon Blvd
B
Van Nuys Blvd
C
Haddon Ave
D
Paxton St
E
Pierce St
F
Glenoaks Blvd
41
D
FO
H
OT
I LL
VD
BL
F
B
PACOIMA
E
TO
X
PA
N
210
ST
BR
AD
VE
YA
LE
5
EN
GL
C
OA
A
B
KS
D
LV
118
F
D
La Milla
WHITEMAN
AIRPORT
NU
B
YS
D
LV
N
SA
RN
FE
B
N
VA
AN
DO
PI
CE
ER
RD
E
ST
AB
LA
EL
ST
HA
DD
T
R
ER
ON
E
AV
LA
UR
EL
N
CA
N
YO
VD
BL
GO
LD
EN
E
AT
ST
Y
FW
OS
BO
RN
T
ES
C
A
BR
OR
NF
T
DS
A
5
Fig. 38 Potential Green Street Locations
42
Fig. 39 Existing pedestrian tunnel at
Haddon Ave.
the Mobility Plan. The segment of the street between Laurel Canyon and Bradley Avenue has been designated
a Great Street by Mayor Eric Garcetti.
During the community outreach process many residents identified Van Nuys Boulevard as needing amenities.
This included targeted street trees, lighting, wider sidewalks, and street furniture. The northern section near
Herrick Street, which is adjacent to several schools, was identified during outreach as being unsafe. The
census tract containing San Fernando Gardens is also along this corridor and is one of the poorest in the
project area.
Haddon Avenue from the Pacoima Wash to Van Nuys Boulevard [C]
Unlike most of the green street candidates, which are major arterials, Haddon Avenue is a small neighborhood
collector street. However, this corridor is an important route to connect to San Fernando High School, Telfair
Elementary School, Ritchie Valens Park, and the future Pacoima Wash Greenway.
Haddon Avenue passes through two areas with above average youth populations. In addition, this project
area has two census tracts that have an above average poverty rate and an above average amount of households
that do not own cars.
Paxton Street from Laurel Canyon Boulevard to Glenoaks Boulevard [d]
Paxton Street is a major thoroughfare paralleling the 118 Freeway. The street is mainly a mix of industrial
and residential uses with some commercial use at major intersections. Several major community hubs are
along the street including Ritchie Valens Park, Telfair Elementary, and Plaza Pacoima. Because of the access
it provides to the freeway, Paxton Street is a heavily used truck corridor.
Paxton Street, particularly the section between San Fernando Road and Laurel Canyon Boulevard, was
identified during outreach as an area that needs added street amenities. Many residents want a better
connection to Ritchie Valens Park and think the portion of the street around Telfair Elementary is unsafe for
pedestrians. The entire corridor within the project area is planned for a bike lane under the Los Angeles Bike
Plan, which is particularly valuable because this corridor passes through an area where many households do
not own cars.
43
44
Fig. 40 Proposed pedestrian tunnel at
Haddon Ave.
Pierce Street from Laurel Canyon Boulevard to Glenoaks Boulevard [E]
Pierce Street is an important north south thoroughfare. It is primarily residential with pockets of industrial
use. It has a high amount of multifamily housing along it, including the San Fernando Gardens Housing
complex. Community hubs along the street include Maclay Middle School and David Gonzalez Park. The
connectivity it provides and narrow width gives it a high potential as a pedestrian and cyclist corridor.
However, the street currently has few amenities and does not have paved sidewalks or storm drains in certain
sections. The entire street is planned to receive a bike lane and the northern segment from San Fernando
Road to Foothill Boulevard is currently in development. The corridor is also designated as a Neighborhood
Connector under the Mobility Plan.
Pierce Street was one of the most cited streets during outreach as needing street amenities. Street lighting was
a particular concern, especially between Telfair Street and San Fernando Road. Three of the five census tracts
along this corridor have poverty rates of over 28%. All have above average numbers of youth with three tracts
having a youth populations of over 30%.
Glenoaks Boulevard /Osborne Street from Paxton Street to “La Milla” [F]
Glenoaks Boulevard is a major thoroughfare that runs from Sylmar to Glendale. The street is primarily
residential with commercial activity occurring at major cross streets. It connects many community hubs
including Mercado del Valle, the Pacoima Community Center, Pacoima Plaza of the Stars, Maclay Middle
Schools, and Hansen Dam Recreation Center. It is an important transit route carrying a segment of the 761
Rapid Bus as well as the 292 bus, which runs to Burbank. Glenoaks currently has a bike lane along the entire
stretch and was cited during outreach as needing street trees.
The Glenoaks corridor passes through an area with a high youth population and several schools. In all but
one of the census tracts, over 16% of households do not own cars. There is also a very high rate of poverty
in this area.
45
46
Top: Fig. 41 Existing sidewalk on Van
Nuys Blvd.
Right: Fig. 42 Proposed Green Street on
Van Nuys Blvd.
47
48
GREEN INTERSECTIONS
Large arterial streets form the main commercial areas and transport routes of the San Fernando Valley. The
areas where these arterials intersect are often important community hubs having concentrations of large
commercial facilities, transit stops, and informal activities. This is particularly true in Pacoima, where large
intersections contain many key neighborhood destinations. Despite the importance of these places in the life
of the community, they remain extremely car oriented. Enhanced “Green” intersections maximize pedestrian
visibility and use traffic-calming measures that slow vehicles and promote pedestrian safety by minimizing
crossing distance, time and exposure to potential conflicts. This infrastructure will make these intersections
safer while also aiding in “place making” that better accommodates the types of activities that occur there.
Fig. 43 Existing intersection at Van Nuys
Blvd and Glenoaks Blvd
VISION PLAN: GREEN INTERSECTIONS
49
Enhanced intersections offer safe crossing that is aesthetically pleasing
and allows access at key locations for vehicular and pedestrian
circulation. These intersections will occur at arterial intersections and
will be constructed of premium materials such as colored asphalts and
concrete with paint patterns. Wayfinding signage, including maps,
should be installed to help pedestrians navigate their way to local
businesses and destinations, such as Hansen Dam and The Pacoima
Wash Greenway Systems. Public art and environmental graphics may be
installed to create new landmarks and public spaces. Accommodations
will also be made via bulb outs and other infrastructure to better
accommodate the large amount of transit riders at these intersections.
50
GREEN INTERSECTIONS
GUIDELINES:
01
02
Include traffic-calming measures such
as lighting, bicycle signals, improved
signage.
Provide median for a pedestrian
refuge on wide streets where those on
foot cannot cross the entire street in
one phases.
05
06
Incorporate public art.
All spaces and circulation should
be ADA-compliant to standards for
grading and surfacing materials.
Where to
apply:
03
04
Incorporate visible crosswalks and
graphic surfaces at intersections.
Include streetscape amenities such as
site furniture, lighting, vegetation,
signage and paving.
07
Incorporate parking restrictions
at corners to increase pedestrian
visibility.
•
•
•
•
At busy intersections, along heavily used streets
At freeway on-ramps and off-ramps
At intersections connecting to major destinations and community assets
On proposed Green Streets
51
52
Potential GreeN Intersections
Van Nuys Boulevard and Laurel Canyon Boulevard [A]
The intersection of Van Nuys Boulevard and Laurel Canyon is
an area with a high poverty rate and large youth population. In
an adjacent census tract, over 8% of households do not own cars.
The Van Nuys-Laurel Canyon intersection is also a major transit
transfer point and the beginning of the Van Nuys Business district.
Because of this, there are a high number of pedestrians in this area.
Van Nuys Boulevard and San Fernando Road [B]
Van Nuys Boulevard and San Fernando Road is at the center of
the project area and is a major transport and commercial hub.
There is an at-grade railroad crossing with Metrolink and freight
trains passing every half hour during the day. Metrolink is currently
planning to install a second track in this area and increase the
number of trains passing through . The San Fernando Road corridor
is also currently being studied for the California High Speed Rail
as well as the East Valley Transit Line being planned by Metro.
Stops for five different bus lines are located at this intersection, and
the corners of each block are often crowded with residents waiting
or disembarking from buses. San Fernando Road also marks the
northern end of the Van Nuys business district and many stores and
restaurants are located within close proximity of the intersection.
A new mall called the Zocalito recently opened in the southwest
corner of the intersection. The San Fernando Road bikeway, which
was completed in the summer of 2014, also passes through this
intersection.
The area around this intersection has some of the lowest incomes in
the project area a relatively low rate of car ownership. There is also
a very high youth population in this area.
Van Nuys Boulevard and Glenoaks Boulevard [C]
Glenoaks Boulevard and Van Nuys Boulevard is the intersection of
two important corridors and adjacent to many important facilities.
This includes stops for five bus lines and the Pacoima Plaza of the
Stars shopping complex containing a pharmacy, grocery store,
bank, discount store and restaurants. The Pacoima Community
Center and Alicia Broadous-Duncan Multi-Purpose Senior Center
is one block west of the intersection. The intersection is also an
informal meeting place for many neighborhood residents. Small
vendors often set up at the entrances of Pacoima Plaza of the Starts
with coolers of tamales and fresh fruit.
Three of the four census tracts adjacent to this intersection have
youth populations above 30% and poverty rates above 28%. There
is higher than average number of homes that do not own a car.
LEGEND
Site Boundary
Existing Parks
Proposed Green Intersection
Proposed Green Intersections
A
Van Nuys Blvd + Laurel Canyon Blvd
B Van Nuys Blvd + San Fernando Rd
C
Van Nuys Blvd + Glenoaks Blvd
D Osborne St + Laurel Canyon Blvd
E
Paxton St + Laurel Canyon Blvd
F
Osborne St + “La Milla”
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Fig. 44 Potential Green Intersection Locations
54
Top: Fig. 45 Existing intersection at Van
Nuys Blvd and Glendoaks Blvd.
Right: Fig. 46 Proposed Green Intersection
at Van Nuys Blvd and Glendoaks Blvd.
55
Laurel Canyon Boulevard and Osborne Street [D]
This area is not only the intersection of two important corridors, but
also adjacent to many other community hubs. These include a shopping
center containing a Target, Ross, a Chase Bank and a Food 4 Less,
as well as several schools nearby including Pacoima Middle School,
Montague Charter Academy and Burt Corona Charter School. Other
institutions in this area include the San Fernando Valley JapaneseAmerican Community Center.
This area has a higher than average youth population and the census
tract to the south has a poverty rate above 28%.
Laurel Canyon Boulevard and Paxton Street [E]
This intersection is adjacent to Ritchie Valens Park and Paxton Park
which constitute one of the largest recreational facilities in Pacoima.
These parks have many amenities including basketball courts, a
skateboard park, baseball fields, a pool, a recreation center, and an
inclusive playground designed by Shane’s Inspiration to accommodate
users of different abilities. The park is also adjacent to the Paxton Street
and Laurel Canyon Boulevard intersection. These two streets connect
to several schools including Telfair Elementary and San Fernando High
School. Paxton Park is also the southern terminus for the Pacoima
Wash Greenway, and any linkage to the southern stretch of the Wash
will need to go through the park.
This area has a higher than average youth population and the census
tract to the south has a poverty rate above 28%.
Osborne Street and “La Milla” (the Mile) [f]
Hansen Dam is an important recreation area for the surrounding
community. The top of Hansen Dam is a popular jogging and walking
path known as “La Milla.” Osborne Street is an important access point
to La Milla and the surrounding park space for Pacoima residents. A
small parking lot adjacent to this intersection is frequently occupied by
vendors selling food and drinks.
Almost no pedestrian amenities exist for Pacoima residents to access La
Milla. Osborne Street is a four lane major arterial where cars travel at
high speeds. The sidewalk along the street is only on the west side and
is in a state of disrepair with cracked pavement. No crosswalk exists for
pedestrians to go from the sidewalk on the west side to La Milla on the
east side, creating an incredibly dangerous situation for any residents
brave enough to access the park on foot.
56
POCKET PARKS
Parks are particularly needed in Pacoima because of the high rate of children, high population density,
overcrowded housing and high rates of obesity. Making parks more accessible and appealing are a way to
encourage healthier lifestyles through physical activities. Because the neighborhood is built out, very few
large parcels exist where parks can be built. However, there are many vacant and underutilized lots in the
neighborhood, which are often in disrepair and attract illegal dumping. These parcels provide an opportunity
to incrementally increase the amount of total open space in Pacoima and transform these blighted spaces into
an amenity.
Fig. 47 Existing conditions at Potential
Pocket Park location at Judd St. and
Lehigh Ave.
VISION PLAN: POCKET PARKS
57
Currently, several vacant lots and parking lots already serve as defacto
public spaces. Vacant or underutilized parcels can also be considered for
infill urban gardens, creating a productive communal open space that
helps educate residents on how food is grown while fostering a sense
of ownership for ongoing individual garden upkeep and maintenance.
Since pocket parks are generally smaller by nature, safety remains a
concern. This Vision Plan proposes that pocket parks be located near
schools and community centers, where organized social functions
and neighborhood events help create safe environments. Pocket parks
should also be placed near community hubs, adjacent to community
service centers, providing a linkage between the residential and
commercial domain. Because of this, although many vacant lots exist
in the project area not all are appropriate for pocket parks. Some lots
may also be better suited to meet other community needs. The sites
that are proposed in this document were identified as being best suited
for a pocket park.
58
POCKET PARKS
GUIDELINES:
01
02
In addition to aesthetic features,
provide a variety of open space
functions including active and social
activities.
Differentiate the park space from
the adjacent space by using different
paving or landscaped features.
05
06
All spaces should be ADA-Compliant
to standard for grading and surface
materials.
Allow for visibility into and
throughout the space, promoting a
sense of openness and safety.
Where to
apply:
03
04
Use landscape features such as
headges, fences, bollards or low walls
to create and maintain a safety buffer
from vehicular traffic. To optimize
visibility, it is not recommended that
the buffer be over 30in in height.
Include stormwater infiltration and
drainage into design.
•
•
•
•
Oversized sidewalks
Medians
Excess Right-of-Ways
Vacant lots
59
60
Potential Pocket Park Locations
El Dorado Avenue and Judd Street [a]
This 35,000 square foot, flat rectangular lot is ideal for a pocket
park. It is in a residential neighborhood between El Dorado Street
and San Fernando Road and has two entrances, one from El Dorado
and one from Ilex Avenue,
This lot is in one of the most overcrowded census tracts in the
project area and is adjacent to several census tracts with extremely
high youth populations and a very low income census tract. A high
amount of residents do not own cars.
Judd Street and Lehigh Avenue [b]
This 5,000 square foot lot occupies the corner of the intersection of
Judd and Lehigh Street. This location gives it very good sight lines
in and out of the park. It is located in the middle of a residential
neighborhood and is adjacent to a very low income census tract.
The surrounding neighborhood has a high rate of homes with no
cars and a high rate of youth.
LEGEND
Site Boundary
Existing Parks
Proposed Parks
Borden Avenue and Gain Street [c]
This parcel is composed of three lots that are currently owned by the
Catholic Church. The parcels are zoned for open space and have a
total of over 283,199 square feet, making it a major opportunity to
introduce new open space to the area. Its location also provides a
connection between Pacoima and Hansen Dam.
An adjacent census tract to these lots has an above average poverty
rate for the county. It also has an above average amount of
overcrowding and a high youth population.
Proposed Parks
A
El Dorado Ave at Judd St
B
Judd St at Lehigh Ave
C
Borden Ave at Gain St
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Fig. 48 Potential Pocket Park Locations
62
Top: Fig. 49 Existing conditions at Judd
St. and Lehigh Ave.
Right: Fig. 50 Proposed Pocket Park at
Judd St. and Lehigh Ave.
63
64
Top: Fig. 51 Existing conditions at Judd
St. and Lehigh Ave.
Right: Fig. 52 Section of Proposed Pocket
Park at Judd St. and Lehigh Ave.
PROPOSED
PLANTING
SIDEWALK
PROPOSED
PLANTING
OVERFLOW
RAINWATER
RESIDENTIAL ZONE
FLOW-THROUGH
PLANTING
65
PROPOSED TREES
PLAY SURFACE
GREEN WALL
PLAYGROUND/
WATER DETENTION AREA
DECK
LAWN
66
PLAZAS
While new open space and parks provide a respite from the city as well as environmental enhancement,
plazas provide a more socially oriented public space. Plazas are places for the community to come together,
whether through casual use or for more formal events, such as farmers markets. Plazas strengthen community
connections by providing a place to host events and services. Plazas have also increasingly been utilized to
humanize formerly auto-oriented urban spaces and have been linked to broader revitalizations, particularly
in commercial areas.
Fig. 53 Bradley Ave. Plaza. Bradley
Plaza is an example of how redundant
infrastructure can be repurposed as
community space.
VISION PLAN: PLAZAS
67
A strategy for creating plazas is to close a portion of a street or a parking
lot to vehicular traffic. These types of spaces have been embraced by the
Department of Transportation (DOT), who has inaugurated a program
called People St. to develop plazas around the city. A fundamental part
of this program are surface treatments, which are applied to the street
surface, while large planters and other amenities can be incorporated
to define the perimeter. If a plaza proves to be successful for over a
year, installation of more permanent materials is allowed to occur. A
plaza requires a commitment from a community partner to operate
the plaza, provide movable furniture, coordinate public programs, and
conduct ongoing neighborhood outreach. Pedestrian plazas must also
remain publicly accessible at all times.
Providing expanded public space can increase safety for people who
walk, bike and take transit, encourage increased levels of walking and
bicycling and support economic vitality. New local gathering spaces
can promote a greater sense of community and social cohesion. Plazas
can become venues for events and celebrations. All these activities have
proven beneficial in supporting local businesses as more pedestrians
come to spend time in neighborhoods.
Parking lots constitute a major opportunity to create plazas in Pacoima.
Much of the major retail in the area is in strip mall shopping centers.
These are busy hubs of activity that many residents use. Converting
a portion of these spaces into a plaza would be a way of making new
public space in a highly trafficked area.
68
PLAZAS
GUIDELINES:
01
02
Include a community design element Remain publicly accessible at all
that represents the community that times.
surrounds the plaza.
05
06
Provide bicycle parking.
All spaces should be ADA-Compliant
to standard for grading and surface
materials.
Where to
apply:
VISION PLAN: PLAZAS
03
04
Allow for public gatherings space,
events, and community celebrations.
Plazas should allow for visibility into
and throughout the space, promoting
a sense of openness and safety.
07
Refer to City of Los Angeles:
Department of Transportation People
St. Program for design guidance and
approval procedures.
•
•
•
Underused streets or redundant streets
Oversized parking lots
On commercial thoroughfares between commercial or retail buildings
69
70
Potential Plaza Locations
Plaza Pacoima [A, B]
Plaza Pacoima is a large shopping center that houses a Costco, Best Buy, Lowes, as well as other smaller
restaurants. It is adjacent to two important corridors, Paxton St. and San Fernando Rd. It is a typical “big
box” development with a large amount of surface parking. Its stores make it an important destination both
within Pacoima and throughout the San Fernando Valley. A Community Benefits Agreement was established
when the development was being planned, which stipulates that a certain percentage of employees must be
area residents, making it an important employment center within the community.
Fig. 54 Plaza Pacoima. The area around
the fountain in Plaza Pacoima can be
reproposed from parking to a plaza,
anchoring the center with a community
gathering space.
The parking lot of Plaza Pacoima is an opportunity to retrofit a space exclusively for cars into a community
space. This would adapt Plaza Pacoima to its surrounding neighborhood, rather than just being a regional
draw for shoppers. A plaza would better accommodate pedestrians and would remove impermeable surface
creating an opportunity for water infiltration.
Pacoima Plaza of the Stars [C]
Pacoima Plaza of the Stars is a major retail destination for the northern section of Pacoima. The plaza currently
has a big box layout with a grocery store anchoring many other smaller retail outlets, including a bank and
othe fast food restaurants. The parking lot is currently chaotic with many cars jockeying for parking spaces
and pedestrians passing through in order to access the stores. The level of activity in the plaza is enough to
attract vendors selling fruit, tamales and other goods.
Similar to Plaza Pacoima, the parking lot of Pacoima Plaza of the Stars should be retrofitted to better
accommodate pedestrians and to create a public space. Pacoima Plaza of the Starts was cited as a community
hub during outreach with many residents suggesting that more public uses take place there such as a farmers
market. This would also help the many patrons who access the shopping center on foot or by transit.
Removing pavement in the parking lot would help with rainwater infiltration. Pacoima Plaza of the Stars
is in a high poverty area with a high rate of overcrowding, there is a high population of youth, and 16% of
households in this census tract and adjacent census tracts do not own cars.
San Fernando Gardens [D]
San Fernando Gardens is the largest public housing facility in the Valley. No centralized public spaces exist
as part of the complex. In January of 2015 a new public plaza was created on Bradley Avenue adjacent to
San Fernando Gardens. This plaza was one of the first projects approved by the Los Angeles Department
of Transportation People St. program and was built by Pacoima Beautiful. The plaza is officially considered
temporary and is designed to be easily vacated. However, it can eventually become a permanent and undergo
more substantial construction.
The census tract containing Bradley Plaza and San Fernando Gardens is one of the poorest in the project
area. Over 30% of the population is under 18. Over 16% of households do not own a vehicle and has above
average overcrowding.
VISION PLAN: PLAZAS
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GO
Site Boundary
Existing Parks
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A
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B
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C
Pacoima Plaza of the Stars
D
Carl Place/San Fernando Gardens
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Fig. 55 Potential Plaza Locations
72
GREEN ALLEYS
Alleys exist in several residential pockets of Pacoima. These are narrow streets running behind houses which
often give vehicular access to driveways or garages. Many of the alleys in Pacoima are in disrepair; frequently
being targeted for illegal dumping which blocks the use of the alley by vehicles. They are also used for drug
dealing and other illegal activities. Because of this, in some cases alleys in Pacoima have been blocked off
by gates. Green alleys are a way to decrease the blight in these spaces and also create opportunities for Best
Management Practices (BMP).
Fig. 56 Existing Alley at Bradley Ave. Plaza
VISION PLAN: GREEN ALLEYS
73
A Green Alley may be defined as a narrow, low-volume traffic street
that is designed to focus on livability, instead of parking and traffic.
Typically, this means creating a street primarily for pedestrians and
bicyclists as well as space for social uses. Automobiles and utility
vehicles are typically still allowed access, but with reduced speeds.
Green alleys also serve as an opportunity to implement BMP’s. Special
paving along alleys can allow for groundwater infiltration while also
softening and beautifying the urban environment.
Alleys are a potential open space resource in dense urban neighborhoods
that can provide a safe, calm, and comfortable refuge for pedestrians and
bicyclists. Green Alleys transform traditional alleys into shared spaces
that prioritize pedestrians and produce open space, often by claiming
street space to create enhanced and active places for landscaping and
seating. Green Alleys should include special paving, traffic calming,
lighting, seating, greening, and other elements to indicate that vehicles
are visitors and pedestrians have primacy across the full width of the
right-of-way.
Green Alleys may be installed by community groups, private
developers, or the City. Because of their complex nature, they are not
typically installed by individual property owners, tenants, or businesses.
Green Alleys are large and complex projects and typically require the
support of multiple property owners and tenants to design, finance,
and construct. Once completed, the maintenance and liability of the
improvement is typically taken over by a non-City entity.
74
GREEN ALLEYS
GUIDELINES:
01
Incorporate fire
vehicle access.
02
and
emergency
Must maintain vehicular driveway
access.
05
06
All circulation and spaces should be
ADA-Compliant regarding maximum
grades and surface materials.
Above-ground
utilities.
Where to
apply:
and
sub-surface
03
04
Incorporate traffic calming measures.
Include stormwater infiltration and
drainage into design.
07
Provide site amenities such as seating,
bike parking, art, and landscaping
that promotes neighborhood identity.
•
•
•
Underused streets or redundant streets
Underused alleys connecting residential neighborhoods to community
assets such as schools
On the commercial thoroughfare between commercial or retail buildings
75
76
Potential Green Alley Locations
Alley Network between Norris Street and Sutter Street
Adjacent to Van Nuys [a]
One of the largest concentrations of alleys exists along Van Nuys
Boulevard between Norris and Sutter Street. This is primarily a
single-family home area; however, adjacent to Van Nuys, the alleys
interface with commercial business. Currently, the alleys in this area
attract illegal dumping which in some cases can be so severe that it
blocks access. Crime is also common in the alleys and the homeless
frequently use them. The negative activity occurring in the alley was
cited during outreach.
The alleys have the potential to be retrofitted in order to achieve
multiple benefits. These include stormwater remediation as well as
aesthetic and mobility improvements. Where the alleys interface
with commercial activity, economic activity could be expanded into
the alley.
LEGEND
The neighborhood around the alley network is a high poverty area.
Over 16% of households do not own cars and there is a high youth
population.
Site Boundary
Existing Parks
Proposed Green Alley
Proposed Green Alleys
A
Between Norris Ave + Sutter Ave,
Adjacent to Van Nuys BlvD
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Fig. 57 Potential Green Alley Locations
78
Top: Fig. 58 Existing Alley at Bradley Ave.
Plaza
Right: Fig. 59 Proposed Green Alley at
Bradley Ave. Plaza
79
80
Top: Fig. 60 Existing Alley at Bradley Ave.
Plaza
PROPOSED GREEN WALL
Right: Fig. 61 Green Alley section at
Bradley Ave. Plaza
TIE INTO CITY STORMWATER
SYSTEM
SIDEWALK
RESIDENTIAL ZONE
BICYCLE LANE
PERMEABLE PAVING
FOR INFILTRATION
PROPOSED GREEN ALLEY
ASPHALT
81
PROPOSED STREET
FURNITURE, TYP.
BRADLEY AVE PLACITA FEATURES:
TREES, FITNESS EQUIPMENT, BIKES RACKS
OVERFLOW
UNDERGROUND CISTERN 12,000 GAL MIN.
WITH FILTER, PUMP AND DRIP IRRIGATION
SYSTEM FOR ADJACENT LANDSCAPING
EXISTING PEOPLE STREET
82
PARKLETS
A Parklet is an expansion of the sidewalk into one or more street parking spaces. Parklets are intended to be
an aesthetic enhancement to the streetscape, providing an low cost to the need for increased public space.
They can provide amenities such as seating, greening, bike parking, and art. While parklets are funded and
maintained by neighboring businesses, residents, and community organizations, they are accessible to all.
Fig. 62 Potential Parklet spaces on Van
Nuys Blvd.
VISION PLAN: PARKLETS
83
The goal of Parklets is to convert small areas of street space into
people space. Parklets can introduce new elements such as creative
seating options, vegetation, and bicycle parking into the streetscape.
Providing these human-scaled spaces can increase safety for people
who walk and take transit, encourage increased levels of walking and
bicycling, and support economic vitality. New local gathering spaces
can foster a greater sense of community and social cohesion. Parklets
can also become a centerpiece of neighborhoods, providing a venue
for friendly interactions and enjoyment of the life of the street. The
activities mentioned above have shown to support local businesses as
more pedestrians come to and spend time in the neighborhoods.
Parklets are administered by the Los Angeles Department of
Transportation People St. Program. Currently, their guidelines preclude
parklets from being constructed on busy and heavily trafficked streets.
Since the main commercial corridors in Pacoima (and most of Los
Angeles) that are best suited for parklets are all heavily trafficked streets,
it is very difficult to build one of these facilities in the area. For this
reason, parklets should be altered to go on these types of streets or the
program rules should be changed so that they can be built in Pacoima.
Parklets would enhance Pacoima and other communities by adding
beauty and whimsy to the City’s streets. They reflect the diversity and
creativity of the people and organizations that sponsor and design them
and reflect the City’s commitment to encourage walking and biking,
creating great streets and improving our communities.
84
PARKLETS
GUIDELINES:
01
02
The space should be designed to
encourage pedestrian activity.
Promote public communication
throughout the process of design,
funding and use and maintenance of
the site.
05
06
Refer to Los Angeles County Master
Plan: Landscaping Guidelines and
Plan Palettes for specific guidance.
All circulation and spaces should
be
ADA-Compliant
regarding
maximum grades and surface
materials.
Where to
apply:
03
04
Design should attract attention to
the business and provide additional
seating that can be used by adjacent
commercial, and retail and restaurants
customers and passersby’s.
Provide site amenities such as seating,
bike parking, art, and landscaping
that promote neighborhood identity.
07
Refer to City of Los Angeles:
Department of Transportation People
St. Program for design guidance and
approval procedures.
•
•
•
Areas that would serve to connect existing completed segments of bike path
Connections to major destinations, other bike paths, and public connections
Portions of the right of way that have been encroached on by other uses
85
86
Potential Parklet Locations
Paxton Street [a, b, c]
Parklets along Paxton are most appropriate at the intersections
of major streets such as Laurel Canyon, San Fernando Road,
and Glenoaks Boulevard. These areas are where most commercial
businesses and pedestrian activity are located. Parklets are a way to
pedestrianize what is primarily and auto-oriented street.
Laurel Canyon Boulevard [D, E, F]
Similarly, parklets on Laurel Canyon are most appropriate at major
intersections such as Paxton, Van Nuys, Terra Bella, and Osborne.
This is where most of the commercial activity is centered. Laurel
Canyon is home to many cultural, religious, and educational
institutions. Many of these facilities are currently inward facing and
parklets would be a way to open these places up to the street and
could even accommodate events or cultural celebrations.
Van Nuys Boulevard [d, g, h, i,j]
Parklets on Van Nuys Boulevard would be most appropriate
between Glenoaks and Laurel Canyon Boulevards. This is where
most commercial businesses and services are located along the
Streets. Parklets are a strategy for pedestrianizing the street and
could stimulate economic activity at businesses.
LEGEND
Site Boundary
Existing Parks
Proposed Parklet
Proposed Parklets
A
Paxton St + Laurel Canyon Blvd
B
Paxton St + San Fernando Rd
C
Paxton St + Glenoaks Blvd
D
Laurel Canyon Blvd + Van Nuys Blvd
E
Laurel Canyon Blvd + Terra Bella St
F
Laurel Canyon Blvd + Osborne St
G
Rincon Ave Nuys Blvd
H
Van Nuys Blvd + Haddon Ave
I
Pinney St + Kewen Ave
J
Van Nuys Blvd + Norris Ave
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Fig. 63 Potential Parklet Locations
88
COST OF GREEN
INFRASTRUCTURE
For an example green street project in Los Angeles, the below calculation was developed from approximate
cost estimates as described in the regional Enhanced Watershed Management Plans (EWMPs) and/or Total
Maximum Daily Load Implementation Plans (TMDL IPs) (on the lower end), as well as from more mature
markets such as Portland* and Seattle (on the higher end):
Green streets/Street End costs
low ($/sf)
Example BMP Footprint (sf)
high ($/sf)
100,000
15.00
60.00
When using the calculation above additional factors must also be considered. These include:
• The level of adjacent improvement that is needed aside from just the green infrastructure component.
In a retrofit application, the adjacent right of way improvements needed to facilitate retrofits are 2 to
5 times more than the cost of the facility. In many cases it can be strategic to do a green infrastructure
project in concert with a roadway project.
• The amount of aesthetic enhancements that are desired. Additional “architectural” elements are often
integrated into green infrastructure projects in order to increase the community benefit. Things like
ornamental concrete, metal, and specialized plants can greatly increase the cost of a project.
• Who performs the design and construction and how it gets phased with other ROW improvements is
another important consideration.
VISION PLAN: COSTS OF GREEN INFRASTRUCTURE
Construction Cost
Soft Cost Design Estimate (20%)
low ($)
high ($)
low ($)
high ($)
1,500,000
6,000,000
300,000
1,200,000
• Whether or not the retrofit is part of a larger project. Difference between new development and retrofit
in terms of the costs that are incidental vs. truly incremental.
• The sizing context. Opportunistic sizing vs. sizing to a given standard can be a huge cost factor. This is
because sizing may mean you have to start doing adjacent work such as utility relocation.
• The typical tributary area. Some types of facilities can benefit quite a bit from economy of scale.
* The City of Portland spends about $3/sq-ft/yr for O&M in the first 2 to 3 years, and about $1.50/sq-ft/yr thereafter. These costs are
without an irrigation system. The initial cost accounts for the fact that they send a water truck around during the summer for the first
couple years.
89
NEXT STEPS
The projects listed in this document represent a major step in
improving the physical and natural environment of Pacoima. Some
of these projects may have a higher priority than others, while
some may be better suited to current funding that is available.
The documentation of community feedback and sentiment
may inspire additional projects not contained within the Urban
Greening Plan. It is anticipated that these projects will be built
individually and over a long period of time.
The content of the Urban Greening Plan is meant as a list of
potential projects with useful background information. This
information on community outreach, urban design principals,
and water infiltration are an excellent way to vet the projects for
potential funding opportunities. However, in order to construct
these projects, further information may have to be gathered and
additional community outreach may also be necessary to further
refine each project. Collaboration should also be undertaken with
the relevant City departments such as the Bureau of Sanitation,
Department of Transportation, and the City Council Offices.
Although carrying out these projects may seem daunting,
precedents exist around Los Angeles and the United States.
Organizations that have conducted similar projects should be seen
as resources to share best practices.
Each of these projects demonstrates remarkable potential to greatly
improve quality of life for residents and the natural environment.
Once implemented, these projects will be a step towards filling
the deficit of open space and pedestrian and cycling connections
in Pacoima. Regardless of how the information provided in this
plan is used, Pacoima Beautiful will treat the Urban Greening
Plan as a living document that will actively chart the future of the
organization and Pacoima as a whole.
RESOURCES
Colvin, R. (1991, July 15). A concrete plan for nature's way:
Pacoima wash: A $6-million project to begin next month will
transform the last unimproved section of the stream bed to an
efficient, if lifeless, flood control channel. Los Angeles Times.
Retrieved September 9, 2014, from http://articles.latimes.
com/1991-07-15/local/me-1767_1_flood-control/2
Los Angeles County Department of Public Health. (2007).
L.A. HealthDataNow! Retrieved on June 16, 2014 from
https://dqs.publichealth.lacounty.gov/
U.S. Census Bureau. (2008-2012). ZCTA5 91331, DP03
Selected Economic Characteristics [Data].
2008-2012 American community survey 5-year estimates.
Retrieved from http://factfinder2.census.gov
U.S. Census Bureau. (2008-2012). Los Angeles County, California, DP03 Selected Economic
Characteristics [Data]. 2008-2012 American community survey 5-year estimates. Retrieved from
http://factfinder2.census.gov
U.S. Census Bureau. (2008-2012). California, DP04 Selected
Housing Characteristics [Data]. 2008-2012 American community survey 5-year estimates. Retrieved from http://factfinder2.
census.gov
U.S. Census Bureau. (2008-2012). Los Angeles County, California, DP04 Selected Housing Characteristics [Data]. 20082012 American community survey 5-year estimates. Retrieved
from http://factfinder2.census.gov
Selected Housing Characteristics [Data]. 2008-2012 American
community survey 5-year estimates. Retrieved from http://
factfinder2.census.gov
Demographic and Housing [Data]. 2008-2012 American
community survey 5-year estimates. Retrieved from http://
U.S. Census Bureau. (2008-2012). ZCTA5 91331, S1701 Poverty Status in the Past 12 Months [Data]. 2008-2012 American community survey 5-year estimates. Retrieved from http://
Williams, T. (1994, April 10). Poverty, pride--and power : In
line for federal help, Pacoima hides problems below neat surface. Los Angeles Times. Retrieved from http://articles.latimes.
com/1994-04-10/local/me-44400_1_pacoima-elementary
APPENDICES
Contents
Pacoima Beautiful Hydrology and water quality studY
Focus Group Feedback Maps
a
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EXECUTIVE SUMMARY
01
BACKGROUND & INFORMATION
03
HYDROLOGY & WATER
QUALITY ANALYSES
09
11
15
17
19
RESULTS
REFERENCES
APPENDIX 1
APPENDIX 2
i
ii
Executive Summary
Pacoima Beautiful, in collaboration with Geosyntec
Consultants, the Council for Watershed Health, and
DakeLuna, produced this hydrology report complete
with conceptual plans to develop several types of multibeneficial stormwater capture projects within the Pacoima
neighborhood. The study detailed herein seeks to identify
features that can enhance the livability of the region and
attract funding partnerships through water resources
benefits. Multiple, local planning efforts, such as the Los
Angeles Department of Water and Power Stormwater
Capture Master Plan and the Los Angeles Bureau of
Sanitation Enhanced Watershed Management Plan,
compliment this effort well. Additional opportunities for
financial support include the 2014 Water Bond and the US
Bureau of Reclamation WaterSmart program.
Using the Structural BMP Prioritization and Analysis
Tool (SBPAT), hydrologic and water quality modeling was
performed to help prioritize locations for typologies and
estimate annual average water resource benefits. Results
were run through the Groundwater Augmentation Model
(GWAM) to better understand soil-water balance and refine
recharge estimates.
Project typologies associated with various land uses were
crafted to illustrate street ends, pocket parks, green
intersections, green alleys, and green streets at appropriate
locations within the Pacoima neighborhood. Subsequently,
specific locations were prioritized using the aforementioned
SBPAT and GWAM modeling results in addition to extensive
outreach performed by Pacoima Beautiful prior to the
commencement of this study. Typologies were then enhanced
with potential concept design criteria and sketches of how
these ideas may fit into the community. Once full concepts
were developed, each project concept was modeled in order
to estimate water resource benefits. Projects developed for
this study are capable of capturing more than 100 acre-feet
of water for the City of Los Angeles and removing more than
600 pounds of pollutants from waterways including Pacoima
Wash, Tujunga Wash, the Los Angeles River, and the Pacific
Ocean.
Individual typologies are presented in a simple format for
easy inclusion in grant applications and funding requests (see
Appendix 2). Considering that water resources benefits vary
from location to location and from design to design, Pacoima
Beautiful was provided with a customized calculator to assess
the potential of future designs to garner financial support.
1
2
Background &
Introduction
Purpose of Study
The purpose of this study is to develop a hydrology and
water quality prioritization model to support Pacoima
Beautiful’s desire to enhance the neighborhood while
leveraging water resource benefits that have the potential
to attract external funding. This study was made possible
through a grant from the Santa Monica Mountains
Conservancy to Pacoima Beautiful.
Pacoima Beautiful
Pacoima is home to a vibrant, working-class community
in the northern portion of the City of Los Angeles’s San
Fernando Valley. Pacoima Beautiful is dedicated to the
creation of a healthy, environmentally safe, prosperous,
sustainable community. Pacoima Beautiful’s mission is to
empower the Pacoima community through programs that
provide environmental education, advocacy, and local
leadership in order to foster a healthy and safe environment.
Neighborhood Characteristics
The Arleta Pacoima Community Plan, the subject area of
this study, is located approximately 23 miles northeast of
downtown Los Angeles in the foothills of the San Gabriel
Mountains. A land use layer produced by the Southern
California Association of Governments (SCAG) in 2005
indicates that nearly 50% of the Pacoima neighborhood
consists of single family residential land use. Table 1 presents
a breakdown of land use in the neighborhood. The 1,194
acres of vacant is primarily occupied by Hanson Dam Park.
Table 1. Land use groups, associated area, and percentage of
total area for the Pacoima neighborhood.
Land Use Group
Area (Acres)
Percentage (%)
Agriculture
Commercial
Education
Industrial
Multi-Family
Residential
Single Family
Residential
Transportation
Vacant
Unclassified
Total
78
405
184
580
362
1.2
6.1
2.8
8.8
5.5
3,281
49.6
466
1,194
70
6,618
7.0
18.0
1.1
100
3
Figure 1. The Pacoima neighborhood is comprised of 6,619
acres of mixed urban land uses situated in the foothills of the San
Gabriel Mountains.
Pacoima soils consist of highly infiltrative gravelly loams that
were eroded in the San Gabriel Mountains and deposited in
the foothills. Gravelly loam, sandy loam, and loam account
for 95% of the neighborhood area; the remainder is a clay
loam (Table 2) (LACDPW, 2004). Assumed infiltration rates
range from 0.11 inches/hour for Altamont Clay Loam to
0.72 inches/hour for Tujunga Fine Sandy Loam, making this
one of the best areas in Los Angeles to implement infiltration
type stormwater controls.
Table 2. Soil classification for the Pacoima neighborhood
Soil Type
Area (Acres)
Percentage (%)
Altamont Clay
Loam
Hanford Fine
Sandy Loam
Hanford Gravelly
Sandy Loam
Ramona Loam
Tujunga Fine
Sandy Loam
Yolo Loam
Yolo Sandy Loam
Not Classified
341
5.2%
1,078
16.3%
2,599
39.3%
76
2,006
1.1%
30.3%
Figure 2. The Pacoima neighborhood is located in the northern
portion of the City of Los Angeles’s San Fernando Valley.
409
93
16
6.2%
1.4%
0.2%
Total
6,618
100%
waters are tributary to the Los Angeles River Reach 4
(Sepulveda Dr. to Sepulveda Dam). The Tujunga Wash is
present on the State of California’s 303(d) list of impaired
waters for ammonia, coliform bacteria, copper, and trash.
Los Angeles River Reach 4 is listed as impaired by ammonia,
coliform bacteria, copper, lead, nutrients, and trash.
Regional hydrology is driven by a Mediterranean climate
consisting of very dry summers with nearly all of the
region’s precipitation falling in the fall, winter, and spring
seasons. A statistical analysis carried out by the Los Angeles
County Department of Public Works indicates that the 85th
percentile, 24 hour rainfall depth for the Pacoima region is
1.07 inches (LACDPW, 2006).
The Pacoima neighborhood drains to the Pacoima Wash, East
Canyon Channel, and Tujunga Wash. All of these receiving
4
Potential for Investment
Water management using green infrastructure is becoming
increasingly common in greater Los Angeles. When green
infrastructure approaches are taken, many positive outcomes
are achieved, oftentimes in ways that aren’t considered
traditional “water management.” Green infrastructure uses
plants, soils, and the natural shape of land to catch, clean and
convey water (Council for Watershed Health, 2013). Green
infrastructure replaces or improves grey infrastructure
– the traditional concrete and metal techniques installed
throughout the second half of the 20th century. In places
where grey infrastructure was never installed, or has begun
to degrade, green infrastructure is an appropriate and widely
accepted choice. The US Environmental Protection Agency
is conducting a significant programmatic effort to increase
green infrastructure adoption throughout the country.
The work recounted in this report advanced an
understanding of how water resource infrastructure
investments in Pacoima can produce additional benefits
to the community. Conversely, the work revealed how
improvements sought for the community can leverage the
need to improve water management.
The following pages contain a review of some of the
most prominent efforts to change water management in
Los Angeles as well as several water resources funding
programs intent on producing “multiple-benefit” projects.
By understanding the hydrologic potential in the Pacoima
neighborhood and the various water funding programs
available, Pacoima Beautiful is well positioned to make
competitive grant requests for community enhancing water
projects.
Following a review of water management is a typology of
“multiple-benefit” projects. While these projects have been
designed with specific locations in mind, they represent
project ‘types’ that can be implemented in numerous
locations throughout Pacoima. In each case, the projects
perform a water resources function and simultaneously bring
other benefits like urban greening, traffic calming, access,
and/or local flood management.
The State of Water Management
Several large policy changes are afoot in the Los Angeles
River Watershed. Pacoima sits in the upper portion of this
watershed; and its namesake, Pacoima Wash, is a major
tributary to the Los Angeles River. Current planning activity
is heavily driven by ongoing efforts to manage pollution
carried by stormwater and dry-weather flow, capture more
rain into groundwater basins, and restore the ecosystem
function of the Los Angeles River and its tributaries. In
addition, the City of Los Angeles is embarking on an update
to its Mobility Plan; and in June 2014, City of Los Angeles
Mayor Garcetti announced a Great Streets program. Below
is a brief summary of these programs.
Pacoima Wash Vision Plan
The Vision Plan for Pacoima Wash blends elements of urban
greening and water management, setting the perfect tone for
other program reviews. Though not designed as a watershed
management plan, the Pacoima Wash Vision Plan includes
many of the elements that watershed management plans
often address.
Municipal Separate Storm Sewer System Permit
(MS4 Permit)
The Municipal Separate Storm Sewer System Permit
(MS4 permit) is issued by the Los Angeles Regional Water
Quality Control Board (LARWQCB). Each city within
the LARWQCB’s jurisdiction, along with unincorporated
County of Los Angeles areas, are permittees. As a result,
each city is responsible for complying with the terms of
the permit. The permit sets requirements for management,
monitoring, and improvement of non-point-source water
quality; it is aimed primarily at stormwater run-off quality
but also includes dry-weather flow. Each land management
entity (for Pacoima, it is the City of Los Angeles) is
responsible for assuring that surface drainage during storms
does not convey pollution into streams.
The MS4 permit encourages groups of permittees to
work together in subwatersheds. In order to cultivate
collaboration, the permit gives permittees who work
together at watershed scales more time to comply with the
permit. Pacoima lies within the Upper Los Angeles River
Enhanced Watershed Management Planning group, one of
the collaborative response groups. The group is led by the
City of Los Angeles Department of Public Works Bureau of
Sanitation (LA SAN) but includes other agencies and cities.
More information about this group can be found here at the
LARWQCB website.1
The MS4 permit promotes green infrastructure and local
infiltration of stormwater as the most desirable solutions
to stormwater pollution. The MS4 permit is the largest
driving force in LA County for green infrastructure
practices. Because the focus of the permit is cleaning up
surface water bodies, it revolves around water management.
It also acknowledges that biological systems can and
should play a role in mitigating stormwater pollution. In
as much as urban greening supports cleaning water, the
permit supports it. Project funding would most likely
come from cities implementing MS4 permit requirements.
For Pacoima Beautiful, the likeliest funding source is the
Upper Los Angeles River Enhanced Watershed Management
Plan (EWMP) group. There may also be Supplemental
Environmental Project (SEP) funding via the State Water
Resources Control Board.
1. LA Regional Water Quality Control Board: http://goo.
gl/3bEvmj
5
Los Angeles Department of Water and Power
Stormwater Capture Master Plan
The LADWP Stormwater Capture Master Plan is
currently in the process of being written; it is expected
to be completed in 2015. The plan will describe a 20-year
investment strategy, including large infrastructure projects
and decentralized efforts, for LADWP to capture more
stormwater for supply. Geosyntec Consultants is the prime
consultant for this effort.
The Master Plan will also detail projects and programs that
LADWP can enact or encourage to benefit stormwater
capture. LADWP defines a project as a new or enhanced
piece of infrastructure that exists in a single place in the
city. For example, an enhancement of recharge at Hansen
Dam would be classified by LADWP as a project. On the
other hand, a program encourages distributed stormwater
capture for direct use or infiltration. Programs do not
require a specific target location, nor are they all pieces of
infrastructure.
Within the draft are Key Policy Initiatives that describe six
goals.
1.Safety First;
2.World Class Infrastructure;
3.Access for All Angelenos;
4.Collaboration, Communication and Informed
Choices;
5.Clean Environments for a Healthy Community;
and
6.Smart Investments
Each goal contains objectives (targets used to help measure
progress) and policies (broad strategies that guide the city’s
achievement of goals). Policies are linked to programs used
to implement the Mobility Plan.
In the section on World Class Infrastructure, the Mobility
Plan references multifunctional streets as opportunities “to
enhance the City’s sustainability with trees and stormwater
collection.” The same section describes the city’s roadway
network as “an urban ecosystem.” Text regarding Access
for All Angelenos also mentions retrofitting alleys with
green infrastructure and treating/infiltrating stormwater
The Master Plan also includes sophisticated analysis of the
as an element of Increased Network Access policy. The
physical and anthropogenic characteristics of the city that
Clean Environment for a Healthy Community section
make stormwater capture feasible or infeasible in different
addresses urban greening and stormwater management in a
locations. Draft data suggests that Pacoima, because it
discussion of water pollution and several policies including
overlies the San Fernando Groundwater Basin, is in a region
green streets. In addition, the Smart Investments section
where stormwater capture is both feasible and strongly
has valuable information on funding and prioritization. The
encouraged. The San Fernando Basin has excellent soils and
geology; moreover, it is located completely within the water Mobility Plan also includes an action plan that describes
rights of the City of Los Angeles. However, the Pacoima area, City programs and agencies/departments responsible for
implementation.
like much of the existing and past industrial land-use of the
eastern San Fernando Valley, faces groundwater pollution
The draft Mobility Plan was available for public comment
that can disincentivize stormwater capture for recharge until through May 2014. It is expected to be adopted by the City
groundwater pollution has been remediated. Nevertheless,
Council in Fall of 2014.3
LADWP has plans for groundwater cleanup and is working
Los Angeles River Master Plan Landscape
to draw state and federal money to help accomplish it.2
This planning effort by LADWP draws from findings of the
Los Angeles Basin Water Augmentation Study (an ongoing
study by Council for Watershed Health) and is aligned with
both the Los Angeles Integrated Resources Plan for Water
(underway by LA SAN and LADWP), and the Los Angeles
Basin Stormwater Conservation Study (underway by Los
Angeles County Flood Control District).
City of Los Angeles Mobility Plan Update Draft
Mobility Plan 2035 is an update to the City of Los Angeles’s
General Plan Transportation Element. Mobility Plan 2035
is designed as a guide and reference for making “sound
transportation decisions as the City matures and evolves.”
2. For example: http://articles.latimes.com/2013/jun/23/
local/la-me-water-20130624
6
Guidelines and Plant Palettes
Approved by Los Angeles County Board of Supervisors in
June 1996, Landscaping Guidelines and Plant Palettes for
the Los Angeles River and Tujunga Wash create procedures
and specifications for project proponents to develop sites
that demonstrate best management practices for watershed
protection. Native plant lists are also specified for use
between the top of the channel and the right-of-way (ROW).
This document must be engaged when considering projects
within the right-of-way of a County Public Works channel.
Los Angeles River Master Plan Landscape
Guidelines and Plant Palettes
Approved by the Los Angeles City Council in 2007, the
3. More information at http://la2b.org.
Los Angeles River Revitalization Master Plan (LARRMP)
identifies a River Improvement Overlay Zone, or a RIOZone, that surrounds the Los Angeles River, and also
identifies the tributaries and watersheds including the
Tujunga and Pacoima Washes.
Engineer. A set of BMP designs is included, but it is not clear
if they are prescriptive or descriptive.
Second, in 2014 the city council considered and ultimately
decided to defer an effort to raise funding to repair and
rebuild degraded streets and sidewalks in Los Angeles
The LARRMP acknowledges the County’s Los Angeles River (dubbed the #SOSLA program).5 The City Administrative
Master Plan (described above), incorporating and expanding Officer and the Chief Legislative Analyst produced a report
upon it while adopting its landscaping and signage guidelines. for the Los Angeles City Council describing the potential
outcomes of this effort. The report addresses green streets in
Greenways to Rivers via an Arterial Stormwater
an appendix written primarily by the Los Angeles Bureau of
System Greenprint (GRASS)
Sanitation. This report is important, because it expresses that
The GRASS report articulates a regional design concept
the city council is considering a comprehensive approach
that ties multiple sustainability programs, projects, and
to transportation infrastructure that includes multi-modal
opportunities into a simple framework that supports public
transportation, urban heat island reduction, greening, and
understanding of and support for local infrastructure.
water management.
Phase II of GRASS Greenprint will map opportunities
to connect strategically located and integrated “One
Funding Water Projects
Water” streetscape projects to form a network of highly
A fairly broad array of funding opportunities exists for
functioning multipurpose arterial greenways. The greenway green infrastructure. The MS4 permit will require projects
network will achieve a wide range of community design,
that benefit stormwater run-off quality in all cities and the
mobility, economic development, environmental justice,
county. The City of Los Angeles is taking the first steps to
and watershed sustainability priorities. The Greenprint
weave green infrastructure into transportation projects.
is a multifaceted strategy and tool to advance facilitation,
The State of California offers funding via the State Water
coordination, and connectivity between a wide range
Resources Control Board, the Department of Water
of sustainability projects, plans, and their implementing
Resources, and the Strategic Growth Council that has
agencies.
been spent on green streets and other greening or water
management projects. The Federal government has funding
The Greenprint will also show where projects can improve
through the EPA, though it is still minor, and through the US
environmental justice within the greenway network by
Bureau of Reclamation which is more robust and sustained.
catalyzing unrealized opportunities in the community.
The summaries below are selection of the available resources
Arterial greenway corridors will enhance community
design by providing a regional visual structure that improves for urban greening for water management projects.
community access to natural resource amenities and captures Water Bonds
the stormwater needed to achieve watershed sustainability.
Over the past ten years, water bonds have been the main
Phase II aspects of this effort are being considered for their
source of state money to support urban greening and water
4
usefulness in the Mayor’s Great Streets Initiative.
resources projects. Proposition 84, passed in 2006, allocated
City of Los Angeles Efforts for Green Streets
resources to integrated regional water management projects
The City of Los Angeles has two important items to consider via the Department of Water Resources, urban greening
regarding green streets. First, projects in the city are subject projects via the Strategic Growth Council, and water quality
projects via the State Water Resources Control Board.
to design requirements in the form of ‘standard plans.’ All
projects that require permitting in the city must follow
Proposition 1, passed by California voters in November
standard plans or make an application for exceptions (costing 2014, allows the state to issue bonds for $7.12 billion and
substantial time and money). The green street standard plans re-appropriates $400 million from previous bonds. This
focus on water management solutions. One paragraph in
$7.5 billion will be used to fund work within several broad
the general requirements specifies the selection of native,
categories:
non-invasive, fire resistant, deep-rooted plants or vegetation
• Clean, Safe and Reliable Drinking Water - $520
included in the landscape plan approved by the City
million
4. More information at http://www.lamayor.org/mayor_
garcetti_issues_first_executive_directive_to_launch_great_
streets_initiative.
• Protecting Rivers, Lakes, Coastal Waters and
Watersheds - $1.5 billion
5. Read the report at http://cao.lacity.org/SOSLA/.
7
• Regional Water Security, Climate and Drought
Prep - $810 million
• Statewide Water Storage - $2.7 billion
• Water Recycling - $725 million
• Groundwater Sustainability & Cleanup - $900
million
• Statewide Flood Management - $395 million
Within the bond are provisions to support greening
communities; to manage stormwater as a resource; and
to provide engagement, technical assistance, and projects
to communities classified as “disadvantaged.” Most of the
resources will be conducted as competitive grants; grant
guidelines will begin to arrive in mid-2015.
Integrated Regional Water Management
Program (IRWMP, California Department of Water
Resources)
The Greater Los Angeles County Integrated Regional Water
Management (GLAC-IRWM) program is an influential
structure for water-related projects. Projects that wish
to be considered for funding must be submitted to the
region’s online database (called “Opti”). Projects selected
by the regional decision-making structure (sub-regions and
leadership committee) must be well developed. Moreover,
there are costs associated with submitting a project.
Funding rounds have accompanied money from water bonds,
Propositions 50, 1E, and 84. The most recent was “round
2” from Prop 84, though a call for projects for “round 3a”
was submitted in summer 2014 related to the emergency
drought legislation that accelerated the spending of Prop 84
dollars. A “round 3b” is expected sometime later in 2015.
Future funding rounds are uncertain.
California’s Strategic Growth Council
The Strategic Growth Council (SGC) is composed of
agency secretaries from Business Consumer Services and
Housing Agency, California Health and Human Services,
California Environmental Protection Agency, California
State Transportation Agency, California Natural Resources
Agency, the director of the Governor’s Office of Planning
and Research, and public member Robert Fisher (appointed
by the Governor).
The SGC Strategic Plan sets forth priorities and actions for
a three year period: January 1, 2012 through December 31,
2014. The plan identifies a policy where the intersecting
objectives of sustainability overlap with public health, natural
resources, transportation, and housing. The SGC is tasked
with coordinating the activities of state agencies to promote
sustainable communities, economic prosperity, and quality of
life for all residents of California.
8
SB 732 granted SGC authority to distribute Prop 84 funds
in two areas. First, $90 million was allocated for Urban
Greening Projects that reduce energy consumption,
conserve water, improve air and water quality, and provide
other community benefits. Priority was given to projects
that provide multiple benefits, use existing public lands,
serve communities with greatest need, and facilitate joint
use of public resources and investments including schools.
Second, $90 million was made available for planning grants
and planning incentives, including revolving loan programs,
to encourage the development of regional and local land
use plans that are designed to promote water conservation,
reduce automobile use and fuel consumption, encourage
greater infill and compact development, protect natural
resources and agricultural lands, and revitalize urban and
community centers.
WATERSMART (US Bureau of Reclamation)
The Bureau of Reclamation has provided urban greening
for water management projects in the past, including as one
of the largest funders for the Elmer Avenue Neighborhood
Retrofit Project. The WaterSmart program supports
infrastructure projects that provide larger volumes of water
supply through efficiency efforts. In recent years the amount
of “new” supply that a proposed project provides is one of
the most critical parts of an application. Within the program
there are two pots of money 1) max award $300,000 for two
year implementation and 2) max award $1.5M for three year
implementation. Urban greening and water management fit
the profile as long as efficiency and water supply are among
the top project goals.
A few example projects from recent awards include the
wide installation of smart water meters and climate-aware
irrigation controllers, as well as constructed wetland
infiltration areas.
Hydrology & Water
Quality Analyses
A land use prioritization index was developed for the
Pacoima neighborhood by applying the pollutant weighting
and indexing method presented in SBPAT User’s Guide
(Geosyntec, 2012) at the land use scale. Pollutant loads
were calculated for each land use class as the product of the
following:
• Los Angeles County-specific event mean
concentrations (EMCs) for each land use group
(commercial, education, industrial, multifamily residential, single family residential,
transportation, and vacant) (Geosyntec, 2012);
• An assumed 24-hour, 85th percentile rainfall
event for the Pacoima neighborhood region of
1.07 inches consistent with summary statistics
presented by the Los Angeles County of Public
Works for the La Tuna Debris Basin gage (Station
#1107); and
• Run-off coefficient calculated in a manner
consistent with the Los Angeles County
Department of Public Works Hydrology Manual.
Pollutant loads were then normalized by area and weighted
to reflect relevant water quality impairments and regulatory
drivers (e.g. the Los Angeles River Bacteria TMDL).
Weighted loads were translated into a Water Quality
Prioritization Index (WQPI) identifying land uses assumed
to be contributing a disproportional portion of pollutants
associated with downstream receiving water impairments. A
parallel Water Supply Pollutant Index (WSPI) was developed
to show where stormwater is more readily infiltrated and
where infiltrated water is more likely to move past the root
zone and into deep storage. Projects located in darker blue
portions of the WSPI that treat darker red areas of the WQPI
are likely to be more effective and more readily funded than
projects located in lighter blue portions of the WSPI that
treat lighter red areas of the WQPI.
The Pacoima neighborhood was also modeled using the US
Department of Interior Bureau of Reclamation Ground
GWAM. This model expresses, in both existing conditions
and in augmented infiltration scenarios, the amount of
water that percolates to the groundwater table. GWAM
factors precipitation, evapotranspiration, bare surface and
canopy evaporation, soil, slope, land-use and irrigation. The
calculation performed describes the amount of water that
infiltrates and runs-off during rain events. Of the water that
infiltrates, GWAM describes how much percolates down to
groundwater.
9
Figure 3. The WQPI identifies land uses assumed to be contributing a disproportionate amount
of pollutants associated with downstream receiving water impairments.
Figure 4. The WSPI shows where stormwater is more readily infiltrated and where infiltrated
water is more likely to move past the root zone and into deep storage.
Figure 5. The GWAM illustrates the amount of water that percolates to the groundwater table.
10
Results
Typology and Project Selection
Below is a description of stormwater capture typologies
that were proposed as a suite of “multiple-benefit” projects
for implementation within Pacoima Beautiful’s region.
Typologies were initially developed as generic project
types. Subsequently, specific locations were identified
through a prioritization process that examined water quality,
hydrology, and potential to recharge groundwater. These
typologies, when implemented, may also help alleviate
local flooding. Finally, the typologies were screened against
extensive outreach efforts that Pacoima Beautiful has
completed to date.
Project typologies were developed to represent:
•
•
•
•
•
Street ends
Pocket parks
Green intersections
Green alleys
Green streets
The projects below have been designed with specific
locations in mind, yet they represent project ‘types’ that can
be implemented in numerous locations throughout Pacoima.
In each case, the projects perform a water resources function
and simultaneously bring other benefits like urban greening,
traffic calming, access, and/or local flood management.
Analyses performed include the delineation of areas draining
to the specific BMP locations, a determination of the land
uses within those areas, and hydrologic sand pollutant load
reduction calculations within an Excel spreadsheet tool. The
final step taken was to split the hydrologic volume reduction
total for each potential BMP into root zone storage and
deep infiltration based on results from GWAM. Details on
the below projects, including watershed delineations, cross
sectional and plan view design dimensions, and tabular
results of benefits, can be found in Appendix 2.
Street End BMP
Pierce Street carries stormwater run-off from a large area
tributary area directly to the Pacoima Wash channel. The
improvements designed for this street end provide for the
infiltration of the flows from a light rain storm and of urban
run-off such as irrigation over-spray, leaks or wash-water.
The improvements are: a road surface of gap-jointed unit
pavers set on an 8’ thick bed of gravel. The high flows of
a heavy rain will cross this surface and go directly to the
11
Pacoima channel. Existing mature trees are valuable for the
watershed and are preserved. A project in this location, and
the other similar street ends, can provide a sense of “place”,
opening up access to a future Pacoima Wash where multiple
benefits such as walking trails and habitat can be created. As
developed for this study, it appears that each street end, if
parts store. The Parkway Swale provides for filtration of
urban run-off that sometimes results from industries such as
maintenance shops; it also offers an educational opportunity
to students using the bus stop. Existing mature trees are
valuable for the watershed and are preserved. This example
can readily be replicated and scaled depending on potential
funding opportunities, and can be paired with urban
greening and safe routes programs to leverage the multiple
benefits this can provide. The project envisioned from this
study has the potential to provide more than 1.5 acre-feet
of water. This project would also remove more than nine
pounds of pollutants from reaching the Pacoima Wash.
Pocket Park BMP
Judd and Lehigh streets carry storm water run-off from
a large area. A small park located at this currently vacant
corner can capture and infiltrate significant amounts of water
and provide neighborhood park services. The improvements
designed for this corner divert flow from the road gutter
under the sidewalk and into a catchment basin of river rock
and plantings where the water can be captured, slowed, and
Figure 6. Each street end may yield more than a half acreallowed to infiltrate into the ground. Educational displays
foot of water.
on storm water and the plants and animals that will be
supported by these seasonal flows will be in vandal-resistant
appropriately designed, could yield more than a half acremounts. New street and park trees will also provide valuable
foot of water for the City, while also removing more than
four pounds of pollutants from reaching our local waterways. watershed benefits. As designed, this pocket park can yield
Green Street BMP
Laurel Canyon is a well developed boulevard; its intersection
with Van Nuys Blvd is a prime example of improvements
that can be installed in many places along the street.
At this intersection, the City of Los Angeles Standard
Green Parkway Swale improvement is combined with an
informational display addressing patrons of the adjacent auto
Figure 8. A pocket park BMP has the ability to remove seven
pounds of pollutants from local surface water.
up to an acre-foot of water for the City, while also removing
seven pounds of pollutants from our local surface water.
Green Intersection
Figure 7. A green street BMP has the potential to prevent more
than nine pounds of pollutants from reaching Pacoima Wash.
12
The intersection of Glenoaks Blvd. and Van Nuys Blvd. is
a bustling commercial corner with bus stops and abundant
car traffic, and improvements designed for this corner show
how modest improvements can be made within constraints.
Improvements in this area improve an area that is currently
landscaped in grass and replace it with drought tolerant
plantings and new trees that provide a better setting for the
bus stop, and infiltrate small amounts of urban run-off from
the adjacent parking area. Although constraints associated
with bustling intersections reduce the water resource
benefits that can be achieved, this can be balanced with
“place-making” attributes, such as vegetated parkways and
bulb-outs, that make these locations friendlier to pedestrians
and bicycles alike. Although the water resource benefits are
not as significant as for the other concepts developed for this
Figure 9. A green intersection may yield nearly 0.2 acre-feet of
water and remove more than a pound of pollutants from reaching
local waterways.
study, this intersection could yield nearly 0.2 acre-feet of
water while also removing more than a pound of pollutants
from reaching our local waterways on an average annual
basis.
Green Alley
This alleyway lies at an edge between two land use patterns
and carries modest amounts of car traffic so this design
changes it to a pedestrian-friendly or potentially pedestrianonly use and provides for a central strip of gap-jointed
pavers where storm water run-off can infiltrate underground
as provided by the City of Los Angeles Standard Green
Alley Plan. An optional underground cistern could capture
some part of that run-off which would be useful to irrigate
landscaping nearby, while most stormwater and dry weather
flows would infiltrate into the groundwater. This single
alley segment is replicable to the other 18 alley segments
in this vicinity of Pacoima (for a total of 19 potential Green
Alleys), as well as others nearby. The green alleys developed
for this study have the potential to provide more than a 20
acre-feet of water and also remove more than 160 pounds of
pollutants from reaching the Pacoima Wash.
Conclusion
Generally, Pacoima has excellent hydrogeology for
infiltration. The soils will permit a great deal of infiltration
to groundwater. When summarized, soil water balance
results suggest that between 66% and 98% of water diverted
to a series of distributed bioretention and infiltration BMPs
will percolate to groundwater. The antecedent moisture in
the soils influences this range, that is, soils that are saturated
infiltrate at a different rate than soils that are dry. Vegetation
uptake, soil storage, and the rainfall frequency and intensity
all contribute to this range, and in most cases result in an
increasing rate of groundwater recharge as more water is
infiltrated through a particular spot. Pollutant load reduction
does not follow this range as these constituents are removed
from the surface water either way, and are not dependent
on the division between root uptake and deep recharge. At
the end of the analysis, it is clear that the engineering of the
bioretention system will have as much of an impact on the
volumes infiltrated and recharged as will the character of the
soils and the geology of the region.
Figure 10. Green alleys have the potential to provide more than 20
acre-feet of water
13
14
References
Antos, M., Belden, E., Campbell, A., & Weghorst, P. (2010).
Groundwater Augmentation Model Demonstration Report.
Council for Watershed Health (2013). “Green Infrastructure
Opportunities and Barriers in the Greater Los Angeles
Region.” US EPA. Retrieved from
Geosyntec Consultants, 2012. A User’s Guide for the
Structural BMP Prioritization and Analysis Tool (SBPAT
v1.1): Technical Appendices. December.
Los Angeles County Department of Public Works, 2006.
“Hydrology Manual.” January.
Los Angeles County Department of Public Works, 2004.
“Soil Types.” January.
Weghorst, P., Cunningham, J., & Bellinger, T. (2007). Los
Angeles Basin Ground Water Augmentation Model: Users
Manual and Technical Documentation - Version 4.1.10. US
Department of the Interior: Bureau of Reclamation.
15
16
Appendix 1:
Hydrologic & Water
Quality
A spatial geodatabase was developed for the Pacoima
neighborhood of Los Angeles in a manner consistent
with the Structural BMP Prioritization and Analysis Tool
(SBPAT) User Guide (Geosyntec, 2012). Pacoima Beautiful
has indicated that best management practice (BMP)
implementation will be limited to distributed bioretention
structures that capture and infiltrate urban run-off. An
area-weighted average saturated hydraulic conductivity
(Ksat) for the Pacoima neighborhood of 0.52 inches/hour
was calculated by SBPAT and applied as the underlying
infiltration rate for bioretention BMPs. The 24-hour, 85th
percentile rainfall event for the Pacoima neighborhood
region was assumed to be 1.07 inches, a depth consistent
with summary statistics presented by the Los Angeles County
of Public Works for the La Tuna Debris Basin gage (Station
#1107). A series of SBPAT model runs were carried out to
simulate the performance of a bioretention sized to the 1.07
inch design storm with a Ksat of 0.52 inches/hour to treat
a single acre of each land use class (commercial, education,
industrial, multi-family residential, single family residential,
transportation, and vacant). Pollutant load and volume
reductions were imported into excel and referenced in a
dynamic spreadsheet developed to allow for the scaling of
treatment performance by the land use area treated.
17
18
Appendix 2: Project
Concept Typologies
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
54
Focus Group Feedback Maps
As part of the outreach for the Urban Greening Plan, Pacoima Beautiful held focus group meeting with organizations across the community. At these meetings participants were asked draw or write issues in the community
and place icons of different types of street and park amenities on a large map of the project area. The following
maps summarize the feedback from these meetings.
These icons were given to the community to place on the maps. They were also encouraged to draw or
write other amenities or issues.
Pedestrian Mall
Community Garden
Farmers Market
Pocket Park
Parklets
Plazas
Trees
Street Amenities
Green Alley
The color of each icon corresponds to the focus group where the feedback was given.
Youth United Towards Environmental
Protection
San Fernando High School Environmental
Club
Pacoima Neighborhood Council Outreach
Sarah Coughlin Focus Group
Pacoima Holiday Parade Festival
Pacoima Neighborhood Council General
Meeting
Pinney Street Neighborhood Watch
Sharp Elementary
San Fernando Gardens
Pacoima Beautiful Members
Telfair Elementary Focus Group
Pacoima Community Initiative
The text at the bottom is what participants of the focus groups wrote on the map.
Exsisting and Planned Bike Infrastructure
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7. San Fernando Rd.
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Community Hubs
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2. Pacoima City Hall
3. Pacoima Community Center
Los Angeles Mobility Plan
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2. Make safer.
3. Fix baseball fields.
4. Too much traffic.
5. Keep alley clean.
6. Green trees, safer streets
(along Branford from San
Fernando Rd. to I-5).
7. Make safer streets (along
Haddon from Van Nuys to
Terra Bella.
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( Reported Flooding Locations
8. Dump site.
9. Dump site.
10. Drug Sales
11. Dump sites along this
street.
12. Kids cant walk to school.
13. Too much crime and
negative activity, should be
more pedestrian activity.
14. Dangerous to pedestrians.
15. Change type of businesses.
16. High number of people,
more crime.
17. People walk and the streets
are not safe.
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2. Lights, Sidewalks
3. Along San Fernando
4. Up and down Van Nuys
5. More lights, better sidewalks,
crosswalks at El Dorado
6. Sidewalks
7. Dangerous to Pedestrians
8. Sidewalks needed for people
to exercise.
9. Sidewalks around park
important for exercise.
10. More lights and trees along
Osborne.
11. Lighting, running paths,
etc.
12. Too much traffic.
13. Make Safer
14. Lighting
15. Lighting
16. Sidewalks
17. Repair Sidewalks
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2. Saturday, once a month.
3. At Mercado del Valle.
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along Herrick.
2. From Van Nuys to Paxton
along Bradley.
3. From San Fernando to
Glenoaks along Pierce.
4. Along Carl St.
5. More lights and ramps.
6. Safer streets and lights.
7. More lights and a traffic
light.
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Miles
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Alley
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Urban Greening Plan

Transcription

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