SB-79 Glendale BRT: Ridership, Housing, and Why Glendale Is Planning for a Dedicated Bus Lane. In the first article, we explained what SB 79 is, what the Bus Rapid Transit line is, and how the half-mile radius works. This article focuses specifically on Glendale, because Glendale is the only city along this corridor currently planning for a dedicated bus lane, and that decision connects transit, density, and future development along Glenoaks and Central. This SB-79 Glendale BRT discussion matters because ridership, housing costs, zoning capacity, and long-term planning are now closely tied together.
Looking at Glendale Specifically
To understand why this has become such a major conversation in Glendale, we have to look at ridership, population trends, housing costs, and planning decisions together. None of these issues exist on their own. They are all connected.
Metro Bus Service Already Runs on the Glenoaks Corridor
One important thing to understand is that Metro already runs a bus line along this corridor today. Metro Line 501 runs between Pasadena, Glendale, Burbank, and North Hollywood, and the proposed Bus Rapid Transit line is essentially an upgraded version of that existing route.
Current ridership on this corridor is estimated at roughly 5,000 riders per day today. Metro has projected that the North Hollywood to Pasadena Bus Rapid Transit line could carry approximately 30,000 riders per day once fully operational in the future.
That is a significant increase. The project is based on the expectation that faster service, more reliable service, and more people living near transit stops over time will increase ridership substantially compared to what the corridor carries today.
Ridership Projections and the 17,500 Riders Per Day Discussion
During planning discussions along the corridor, there has been conversation about ridership thresholds and when dedicated lanes make sense. One number that has come up in planning discussions is approximately 17,500 riders per day. Some cities along the corridor supported the idea that dedicated lanes should be tied to ridership levels reaching certain thresholds over time.
This helps explain why different cities have responded differently to the project. Some cities were more comfortable starting with buses running in mixed traffic and then adding dedicated lanes later if ridership increases. Glendale, however, agreed to dedicated lanes on certain streets earlier in the process.
This is an important distinction, because it shows that the conversation was not simply yes or no to transit. The conversation was about when dedicated lanes should be implemented and under what ridership conditions.
Glendale’s Population, Housing, and Vacancy Trends
Now let’s look at Glendale itself, because transit planning and housing planning are closely connected.
Glendale’s population in 2020 was just under 196,000. Recent estimates place Glendale closer to around 185,000 to 187,000, which means Glendale has seen a population decline of roughly five percent over the past several years. Glendale also has a median age of around 41, and about one in five residents is over the age of 65.
At the same time, Glendale has built new apartment buildings, particularly in downtown and along major streets. Average rents in Glendale today are approximately $1,700 to $2,200 for a studio, $2,100 to $2,500 for a one-bedroom, and $2,700 to $3,400 for a two-bedroom. Glendale’s overall vacancy rate is around four to five percent, and newer buildings often have higher vacancy rates.
One of the biggest questions residents ask is whether this type of development produces affordable housing. SB 79 itself is primarily a zoning and density law. It allows more units near transit, but it does not automatically require all new units to be affordable housing. Some projects may include affordable units if they use other programs, but many projects built near transit are still market-rate housing because construction and land costs are very high.
Why Burbank and Pasadena Responded Differently
Another major question residents are asking is why Glendale is moving forward with a dedicated bus lane while Burbank and Pasadena have made different decisions in certain segments.
Burbank and Pasadena both submitted formal comments and raised concerns about traffic impacts, lane reductions, and how dedicated lanes would affect their streets. Pasadena pushed for buses to run in mixed traffic in their city rather than in fully dedicated lanes. Burbank also raised concerns about lane reductions and traffic congestion in certain areas.
Glendale, on the other hand, agreed to dedicated bus lanes on Glenoaks Boulevard, Central Avenue, and Broadway. Dedicated bus lanes make transit faster and more reliable, which increases ridership projections and improves a project’s chances of receiving state and federal funding. Dedicated lanes can also bring street improvements, signal improvements, sidewalks, and station improvements that cities might not otherwise be able to fund on their own.
What SB-79 Glendale BRT Means for Glenoaks Boulevard
Much of the concern from residents is not just about buses or traffic. The concern is about what happens within the half-mile radius if a corridor becomes classified as high-quality transit.
Glenoaks already has bus service today, but buses currently run in regular traffic. Under California planning definitions, a corridor is typically considered high-quality transit when buses run frequently, generally every 15 minutes or less, and when the corridor includes improvements such as dedicated bus lanes, signal priority, and Bus Rapid Transit features.
A dedicated bus lane by itself does not automatically trigger SB 79. However, a dedicated lane combined with high-frequency Bus Rapid Transit service can qualify a corridor as high-quality transit under state definitions. Once a corridor is classified as high-quality transit, state housing laws such as SB 79 allow higher-density housing within a half-mile of that corridor.
That is why the discussion about dedicated lanes is not just about traffic. It is also about how transit classification can influence future zoning and development over time.
Plain English: A regular bus route usually does not change zoning capacity. A high-quality transit corridor can.
The sort order is usually this: Planning → Transit → Classification → Zoning Capacity.
Cities first adopt planning documents like General Plans, Mobility Plans, and Housing Elements. Transit improvements are then built. If the transit service meets state definitions, the corridor can be classified as high-quality transit. Once that classification happens, state housing laws allow higher-density zoning within a half-mile of that corridor.
Step-by-Step: How a Bus Lane Can Lead to SB 79 Applying
- The city adopts planning documents that include transit improvements.
- Metro and the city build Bus Rapid Transit, which may include dedicated lanes, signal priority, and improved stations.
- Metro runs buses frequently, typically every 10 to 15 minutes.
- The corridor meets the state definition of a High-Quality Transit Corridor.
- The corridor appears on regional planning maps prepared by SCAG, which stands for the Southern California Association of Governments, the regional planning agency that coordinates housing and transportation planning across Southern California.
- The city must recognize that designation in its Housing Element and zoning plans.
- Under state housing laws such as SB 79, higher-density housing can be allowed within a half-mile of that corridor.
- Development happens gradually over many years as properties change and new housing is built.
Why This Decision Matters Long Term
So the decision about a dedicated bus lane is not just about buses. It is a decision about future housing, future population, and where Glendale grows over the next 20 to 30 years.
These changes do not happen overnight. They happen gradually over time, but transit and zoning decisions tend to shape development patterns for decades. Understanding SB-79 Glendale BRT is important because transit decisions, housing policy, and zoning capacity are now closely connected in ways that can shape Glendale neighborhoods for generations.
Part of a 3-Part Series on SB-79 Glendale BRT
This article is Part 2 of a 3-part series explaining SB-79 Glendale BRT and how transit and housing policies can shape local neighborhoods.
Part 1 explains what SB 79 is, what the BRT line is, and why the half-mile radius matters to neighborhoods along Glenoaks Boulevard.
Part 3 will step back and look at the bigger picture, including what these long-term planning decisions mean for neighborhoods, property owners, and future development, and why understanding these policies early helps communities make informed decisions instead of reacting after changes are already underway.
About the Author
Robbyn Battles, The House Agent, writes about local housing, planning, and community issues that impact Glendale, La Crescenta, Montrose, and surrounding foothill communities. Her goal is to help residents understand the decisions, policies, and changes shaping our neighborhoods so the community can stay informed and involved.