7 TRANSPORTATION ELEMENT

Transcription

1 7 TRANSPORTATION ELEMENT The purpose of the Transportation Element is to demonstrate how people and goods will move through the City. The transportation system should support travel within Chino and connect to regional transportation options, reduce the impacts of transportation on the region s environment, and provide a variety of options so individuals can choose to travel by car, bicycle, foot, or public transportation. This Element balances the need to provide efficient and reliable ways to move people and goods by multiple transportation modes and routes. These qualities of the transportation system indicate the important link between transportation and public health. They support Chino s vision of remaining a safe, attractive community that provides opportunities for healthy, active lifestyles, with walkable neighborhoods, vibrant retail districts, and economically strong employment areas. Many of the goals, objectives, policies, and actions in this Element were referenced in Chapter 3, A Healthy City, as they support healthy means of travel, reduced air pollution, and strong connections between people in the community. Transportation policies are key to meeting Statewide goals for reduction of greenhouse gas (GHG) emissions. Many of the goals, objectives, policies, and actions in this Element will help Chino contribute to reduced GHG emissions, primarily through reductions in vehicle miles traveled (VMT), shifting toward pedestrian, bicycle, and transit travel, and alternative vehicle technologies. The Transportation Element is correlated with the Land Use Element. As required by Government Code Section 65302(b), this Element contains information on the general location and extent of existing and proposed major thoroughfares, transportation routes, and terminals. State law calls for a Circulation Element containing data and policies related to transportation as well as the circulation of water, sewage and storm drainage, and other public utilities. In this General Plan, the Transportation Element covers only transportation and other circulation issues are presented in the Public Facilities and Services Element. This element is divided into four sections. Background. Describes the existing transportation network in Chino. Roadway Classification Standards. Describes key aspects of Chino s roadways. Goals, Objectives, Policies, and Actions. Guide the development of the City s transportation system. Indicators. This section provides methods to guide the City in evaluating implementation of the Transportation Element. TRA-1

2 A. Background The existing transportation system in the City of Chino consists of the following major components. Roadways. There is an extensive network of roadways in Chino, including major freeways (e.g. State Route 60, State Route 71), expressways (e.g. Euclid Avenue), arterials (e.g. Central Avenue), collectors, and local streets. Bicycle, Pedestrian, and Equestrian Facilities. The bicycle network includes on-street bicycle lanes, off-street facilities, and multi-use paths. Pedestrian facilities are primarily sidewalks, in addition to multi-use trails. Public Transit. Chino s public transit system includes local and regional buses. Local bus service provides access and mobility around Chino. Metrolink service in Ontario and Pomona provides regional transit access as well. Freight Movement. Chino has a significant number of rail facilities, including several active freight rail lines. These rail lines are supplemented with designated truck facilities that route truck traffic through the City to the regional roadway network. Airport. The Chino airport is owned and operated by San Bernardino County and serves regional aviation needs, as well as providing general aviation relief to the LA/Ontario and John Wayne airports. Each of these components are addressed below. 1. Roadways In Chino, as in most cities of a primarily suburban character, most travel of any significant distance occurs in motorized vehicles, primarily the automobile. This section discusses the key components of the vehicular circulation network. a. Streets and Highways The roads in Chino range in size from highways to local residential streets and alleyways. Each level serves a different function in the system of vehicular movement. Highways and expressways serve regional traffic, arterial and collector streets serve city-wide travel needs, and local streets serve the needs of individual neighborhoods. TRA-2

3 b. Freeway Interchanges There are eight freeway interchanges adjacent to the City of Chino. Three of these interchanges are found on State Route 60 and five are found on State Route 71. c. Traffic Signals In total, the City of Chino Traffic Signal Master Plan includes 197 existing or planned traffic signals within its City boundary, Sphere of Influence, and its surrounding areas. Of the 197 traffic signals, 103 are existing Chino traffic signals, 38 are existing State Department of Transportation (Caltrans) traffic signals, five are existing County of San Bernardino traffic signals, one borders Chino and Riverside County, one is in Chino Hills, and two are in Ontario. The remaining 48 planned traffic signals are spread throughout the City and its surrounding areas, with 41 future Chino traffic signals, four future Chino/Ontario traffic signals, two future Chino/Riverside County traffic signals, and one future Chino Hills traffic signal. See Figure TRA-1 for details. d. Level of Service Intersection operations are evaluated using a level of service system. Level of service is a performance measure used to characterize a single dimension intersection seconds of delay of how well the roadway network is operating for motorized vehicles. These evaluations are based on empirical data collected and reported in the 2000 Highway Capacity Manual, which is maintained by the Transportation Research Board as directed by the Guidelines for CMP (Congestion Monitoring Program) Traffic Impact Analysis Reports in San Bernardino County. The 2000 Highway Capacity Manual utilizes a methodology that assesses the average control delay for motorized vehicles at intersections. This methodology results in level of service measurements, indicating the quality of traffic flow and using letter grades from level of service (LOS) A (best) to F (worst). The level of service ranges for signalized intersections are provided in Table TRA-1. Unsignalized intersections are analyzed using a similar methodology, but delay is calculated only for movements that are controlled by the stop sign. Therefore the delay at side-street stop controlled intersections reflects only the delay accruing to vehicles that are stopping at the stop sign, while through traffic on the main street flows uninterrupted with no delay. The level of service ranges for unsignalized intersections are shown in Table TRA-2. Roadway capacity is one measure of the ability of the street system to meet and serve the demands placed on it by motor vehicles. It is a commonly-used measure of how well City streets are serving motorized vehicles. There are other metrics TRA-3

4 that can be used to evaluate how well a transportation system is performing for both motor vehicles as well as other modes, most notably safety statistics and user satisfaction surveys. The capacity of a roadway is affected by a number of factors, including street width, roadway design, number of travel lanes, number of roadway intersections, number of driveways, presence of on-street parking, and traffic signal TRA-4

5 RESERVOIR ST CENTRAL AVE YORBA AVE MONTE VISTA AVE OAKS AVE MAGNOLIA AVE MOUNTAIN AVE CYPRESS AVE EAST END AVE ROSWELL AVE PIPELINE AVE NORTON AVE RAMONA AVE YORBA AVE MONTE VISTA AVE TELEPHONE AVE CENTRAL AVE VERNON AVE BENSON AVE ANTONIO AVE FERN AVE FERN AVE EUCLID AVE MAYHEW MEADOWHOUSE RINCON MEADOWS BON VIEW AVE MILL CREEK RD GROVE AVE MAIN ST T R A N S P O R T A T I O N E L E M E N T PHILLIPS BLVD SAN ANTONIO AVE FRANCIS AVE OAKS AVE VICTORY WAY PHILADELPHIA ST 60 WALNUT AVE RIVERSIDE DR C ST D ST CHINO AVE 83 SCHAEFER AVE GRAND AVE 12TH AVE EDISON AVE COLLEGE PK AVE MAGNOLIA AVE MOUNTAIN AVE EUCALYPTUS AVE MERRILL AVE WALKER AVE HELLMAN AVE PIPELINE AVE NORTE LN SURWAY RAMONA AVE TELEPHONE AVE CHINO HILLS PKY CITY OF W. FACILITY CHINO DR EUCLID AVE LEGEND Existing Road Future Road KIMBALL AVE M OUNT AIN AV E SAN REMINGTON ST Existing Traffic Signals ChinoTraffic Signal CaltransTraffic Signal San BernardinoTraffic Signal Chino/Riverside Co.Traffic Signal Chino HillsTraffic Signal EL PRADO RD BICKMORE AVE PINE AVE CHINO-CORONA RD PRAIRIE SMOKE HELLMAN AVE OntarioTraffic Signal 83 Future Traffic Signals ChinoTraffic Signal Chino/OntarioTraffic Signal Chino/Riverside Co.Traffic Signal Chino HillsTraffic Signal CHINO-CORONA RD Sphere of Influence SOURCE: City of Chino Traffic Signal and Interconnect Master Plan N O R T H F I G U R E T R A - 1 E X I S T I N G A N D F U T U R E T R A F F I C S I G N A L S

6 TABLE TRA-1 SIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA LOS A B C D E F Description Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation. Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form. Good operation. Occasionally drivers may have to wait more than 60 seconds, and back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted. Fair operation. Cars are sometimes required to wait more than 60 seconds during short peaks. There are no long-standing traffic queues. This level is typically associated with design practice for peak periods. Poor operation. Some long-standing vehicular queues develop on critical approaches to intersections. Delays may be up to several minutes. Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movement of vehicles out of the intersection approach lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow. Control Delay per Vehicle (s/veh) 10 > > > > > 80 cycle length. Guidelines for maximum daily vehicle volumes at a particular level of service are provided below in Table TRA-3. e. Intelligent Transportation Systems Intelligent transportation systems (ITS) improve transportation safety, reduce travel times, and reduce fuel consumption through the use of advanced information and communications technologies. TRA-6

7 TABLE TRA-2 UNSIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA Level of Service Description Control Delay per Vehicle (s/veh) A Little or no delays 10.0 B Short traffic delays > 10.0 to 15.0 C Average traffic delays > 15.0 to 25.0 D Long traffic delays > 25.0 to 35.0 E Very long traffic delays > 35.0 to 50.0 F Extreme traffic delays with intersection capacity exceeded > 50.0 Current ITS applications in the San Bernardino County include: 511 Information Telephone line that provides information on traffic conditions, transit services, rideshare, park-n-ride lots, and other commuter alternatives. The same information is also available at Closed-circuit TV cameras Help identify and respond to accidents more quickly; Electronic sensors Sensors in freeways which transmit vehicle counts to a traffic management center and provide up-to-the-minute traffic conditions; Computerized traffic signal control systems Help monitor and respond to local traffic congestion; Smart call boxes Gather traffic count data and transmit it to traffic management centers and the California Highway Patrol; Changeable message signs Dynamic signs on freeways to alert motorists to accidents or route changes; provide travel times between major intersections; and TRA-7

8 TABLE TRA-3 GENERALIZED MAXIMUM DAILY MOTOR VEHICLE VOLUMES AT A LEVEL OF SERVICE No. s LOS Freeway Expressway Major Arterial A 72,000 24,500 49,000 21,500 32,300 43,000 B 84,000 28,600 57,200 25,100 37,700 50,200 C 96,000 32,700 65,400 28,700 43,100 57,400 D 108,000 36,800 73,500 32,300 48,500 64,600 E 120,000 40,900 81,700 35,900 53,900 71,800 No. s LOS Primary Arterial Secondary Arterial Collector A 10,000 18,000 29,000 8,000 17,000 8,000 B 11,000 20,000 34,000 10,000 20,000 9,000 C 13,000 24,000 38,000 11,000 22,000 10,000 D 14,000 27,000 43,000 13,000 25,000 12,000 E 16,000 30,000 48,000 14,000 28,000 13,000 Traffic signals at freeway entrance ramps Help traffic merge safely and keep freeways moving more smoothly. f. Safety The existing roadway system in Chino can also be evaluated in terms of the safety it provides to pedestrians and cyclists. The City experienced an average of 16 pedestrian/vehicle collisions per year during the period In 2005, Chino experienced the lowest number of pedestrian/vehicle collisions with nine collisions and no fatalities. In 2006, the number of pedestrian/vehicle collisions increased slightly to 11 collisions; however they were more severe with three fatalities. Table TRA-4 TRA-8

9 shows a downward trend in pedestrian/vehicle collisions since the high in This is especially encouraging when considering the increase in population and geographic area due to annexation over that same time period. All new traffic signal installations within the City are required to have pedestrian countdown timers, which enhance pedestrian safety during street crossings. Table TRA-4 illustrates the number of pedestrian and bicycle collisions from 1997 to For pedestrians, the injury and fatality rate in Chino is closer to that of the US rather than that of California, which has a much higher rate than the rest of the country. In the period , the City averaged 23 bicycle-related crashes per year. In that same period, there were five bicycle fatalities, although there were none between 2004 and For bicycles, the City s injury/fatality rate is almost as high as the California rate, and higher than the US rate. Helmet use for children in the City is mandatory, and enforcement of this law has generally increased helmet use and awareness throughout the City. This may reduce the severity, although not the frequency, of bicycle/vehicle crashes. Geographically, bicycle and pedestrian crashes tend to be concentrated along major commercial corridors such as Central Avenue and Riverside Drive. Crashes mirror nodes of bicycle and pedestrian activity for pedestrians, there seems to be a relationship between crashes and bus routes. Transit stops, especially transfer points and high-ridership stops, should be focal points for future pedestrian safety, access, and crossing improvements. Bicycle crashes also seem to concentrate somewhat along bicycle lanes and trails, where there are presumably more cyclists. TRA-9

10 TABLE TRA-4 PEDESTRIAN AND BICYCLE COLLISIONS, Pedestrian Collisions Bicycle Collisions Year Injury Fatality Injury Fatality 1997 NA NA NA NA NA NA Note: NA = Not Available Sources: Bicycle and pedestrian collision data from Statewide Integrated Traffic Records System (SWITRS), accessed on January 6, 2010 at index.html. Bicycle collision data from from the San Bernardino County Non-Motorized Transportation Plan 2001 Update. g. Neighborhood Traffic Calming Some of the safety issues described in section f can be addressed through neighborhood traffic calming. The Institute of Transportation Engineers defines traffic calming as the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for nonmotorized street users. Neighborhood traffic calming measures are often evaluated after residents have expressed concern about speeding, cut-through traffic, and the overall safety in their residential neighborhood. Common traffic calming measures include: Traffic circles Medians and gateways TRA-10

11 Bulb-outs, curb extensions, and chokers Re-striping to narrow lanes or create chicanes In-pavement lighted crosswalks 2. Bicycle, Pedestrian, and Equestrian Facilities a. Bicycle Facilities The facilities available to bicyclists are categorized as Class I, Class II, or Class III. Class I bicycle facility: bicycle path physically separated from vehicular traffic on its own right-of-way. Class II bicycle facility: designated bicycle lane on a road identified by pavement markings and/or signs. Class III bicycle facility: bicycle route that shares the roadway with motor vehicle traffic with bicycle route signs posted at intervals. The City mainly has Class II bicycle facilities, although Class I facilities do exist mostly in the southeastern area of the City near open space and recreational facilities. Class III shared lanes are available in parts of the City as well. Figure TRA-2 indicates the locations of existing and future bicycle facilities in Chino. There is currently no formal bicycle plan for the City as a whole, although planned facilities are those shown in Figure TRA-2. The Preserve and College Park Specific Plans indicate where bicycle facilities are planned within those areas of the City. The current network is located throughout the City, with facilities being created as the College Park and The Preserve Specific Plans are built out. However, in the northern part of the City, the facilities are less continuous. There are no continuous north-south routes through the entire City. The only continuous east-west route is the Class II facility along Schaefer Avenue. There are limited bicycle parking facilities currently provided, although bicycle parking spaces are required with new development. TRA-11

12 CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEMENT East End Ave Ramona Ave Phillips Blvd Francis Ave State Highway 60 Walnut Ave Riverside Dr Mountain Ave Central Ave Walnut Ave San Antonio Ave Philadelphia St East End Ave Benson Ave Riverside Dr ra nd Av e Edison Ave Fern Ave Eucalyptus Ave Eucalyptus Ave Euclid Ave Ramona Ave Fern Ave G Schaefer Ave Monte Vista Ave Pipeline Ave Chino Ave Chino Hills Pkwy Potential Chino Creek Multi-Use Trail Merrill Ave Kimball Ave El Pr ad o Rd Class I Off-Street Bicycle Facility Class II or III On-Street Bicycle Facility Chino City Boundary e Link to Prado Park Hellman Ave Av Pine Potential link to Crest to Coast Trail Trail in this area to follow ultimate alignment of the Preserve Urban Buffer County Boundary Chino Sphere of Influence Miles FIGURE TRA-2 FUTURE BICYCLE FACILITIES

13 b. Pedestrian Facilities Chino s pedestrian network consists of both dedicated trails and the sidewalk network that covers much of the residential and commercial area of the City. c. Equestrian Facilities There are two major north-south equestrian tails in Chino: the potential Chino Creek Multi-Purpose Trail, which runs along the western boundary of the City, and the Euclid Avenue trail which travels along the City s eastern edge from the Prado Equestrian Center and The Preserve to Chino Avenue. There are other, shorter trails available for horseback riding, some of which are located in private residential developments. These trails, along with planned equestrian trails, are shown in Figure TRA Public Transit Public transit service in and around Chino is provided by five agencies: Omnitrans, Foothill Transit, Orange County Transportation Authority, Metrolink, and Amtrak. The Chino Transit Center serves as a "hub" to allow bus riders from various locations to assemble at a central point to take advantage of express trips or other route-to-route transfers. The services provided by each, and their plans for the future, are presented in this section. a. Omnitrans Omnitrans is the largest public transit provider in San Bernardino County, serving over 15 million passengers each year throughout 15 cities and unincorporated areas including Chino. Omnitrans service in Chino is provided on four fixed routes: the 63, 65, 68, and 83. All routes meet at the Chino Transit Center and connect Chino to neighboring communities including Montclair, Ontario, Upland, Pomona, and Chino Hills. Current transit service is sparse in the northwest and rapidly expanding southeast quadrants of the City. Most Chino residents live within a half-mile of an existing Omnitrans bus stop, although residents in the northwest and southeast corners of the City are not within typical walking distance of a bus stop. TRA-13

14 CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEMENT East End Ave Ramona Ave Phillips Blvd Francis Ave State Highway 60 Walnut Ave Riverside Dr Mountain Ave Central Ave Walnut Ave San Antonio Ave Philadelphia St East End Ave Benson Ave Riverside Dr Av e Edison Ave Ramona Ave Fern Ave Fern Ave G ra nd Schaefer Ave Monte Vista Ave Pipeline Ave Chino Ave Eucalyptus Ave Euclid Ave Eucalyptus Ave Chino Hills Pkwy Potential Chino Creek Multi-Purpose Trail Merrill Ave Kimball Ave P El ra do Rd City Master Plan Equestrian Trail Existing Neighborhood Equestrian Trails Chino City Boundary Prado Equestrian Center Hellman Ave Ave Pine Potential connection to Chino Hills State Park Trail in this area to follow the ultimate alignment of the Preserve Urban Buffer County Boundary Chino Sphere of Influence Miles FIGURE TRA-3 EQUESTRIAN TRAILS

15 Omnitrans service in Chino operates every 30 minutes on weekdays and every 60 minutes on weekends. Generally bus service operates from 4:45 a.m. to 10:45 p.m. on weekdays, and 6:30 a.m. to 7:30 p.m. on weekends (Route 83 operates until 9:45 p.m.). Omnitrans operates a demand-response transportation system known as Omni- Link, which provides curb-to-curb service for the general public. The Chino Senior Center is served by OmniLink vehicles during weekdays from 10:00 a.m. to 1:00 p.m. Reservations are necessary. b. Foothill Transit Foothill Transit is a fixed route transit operator in Chino. Foothill Transit serves the San Gabriel and Pomona Valleys with 35 fixed-route local, express, and railfeeder lines and carries over 16 million passengers per year. Chino is located in the far east side of Foothill Transit s service area. Only one Foothill Transit route currently serves the City. Route 497 is a commuter express line operating between Chino and Los Angeles. The bus line serves both the Chino Transit Center and the Chino Park & Ride lot, located at Chino Avenue and State Route 71. In addition to Chino, route 497 serves the City of Industry as well as Union Station in Los Angeles and USC Medical Center. Route 497 provides the only direct link to Los Angeles from Chino and operates only during the AM and PM peak periods. Buses depart Chino Transit Center approximately every 15 minutes between 4:40 a.m. and 7:30 a.m. and return between 4:00 p.m. and 8:00 p.m. c. Orange County Transportation Authority (OCTA) The Orange County Transportation Authority (OCTA) is the public sector transportation planning body and transit service provider for Orange County, California. OCTA operates approximately 80 lines which encompass every city in Orange County, along with the Los Angeles County communities of Lakewood, La Mirada, Cerritos, and Long Beach, and with express service to the San Bernardino County cities of Chino Hills and Chino. OCTA Route 758 provides Intercounty Express Bus service for commuters traveling from Chino, Chino Hills, Diamond Bar, and Brea to Irvine Spectrum. Route 758 originates at the Chino Transit Center and has limited stops. The bus utilizes freeway carpool lanes along the 57 and 5 freeways to cut travel time. Service operates Monday through Friday. Buses depart Chino Transit Center every half hour TRA-15

16 between 5:30 a.m. and 6:00 a.m. and return between 6:50 p.m. and 7:15 p.m. There are two round trips daily. d. Metrolink Metrolink is the regional commuter rail service providing fast and reliable service to Ventura, San Bernardino, Los Angeles, Riverside, Orange, and San Diego counties. Service is provided on seven lines on weekdays, two lines on Saturdays, and one line on Sundays. While there are no Metrolink stations in Chino, neighboring cities do have stations. The closest Metrolink line serving Chino is the Riverside line. The Riverside line is located north of Chino and stops in East Ontario and in downtown Pomona. The line connects Riverside to Los Angeles at Union Station. The two stations are approximately seven to ten miles from the Chino Transit Center. Numerous Omnitrans bus routes serve both stations but there are no direct routes between Chino and these two stations. Approximately ten weekday runs are provided in each direction on the Riverside line and fares vary by distance traveled. e. Amtrak Amtrak provides intercity passenger train service throughout the United States. While there are no Amtrak stations in Chino, the Ontario Amtrak station and Pomona Amtrak station are approximately four and five miles north of Chino. The Pomona station is used by Metrolink commuter trains, Foothill Transit Buses, and Amtrak's Sunset Limited, which stops in Pomona on Sundays, Tuesdays, and Fridays. The Sunset Limited operates three times a week on a schedule connecting Los Angeles to Arizona, New Mexico, Texas, Louisiana, Mississippi, Alabama, and Florida. The Ontario Amtrak Station is used by Amtrak California's daily Motorcoach service between the San Joaquin trains at Bakersfield and Calexico, with intermediate stops at Claremont, San Bernardino, Palm Springs, Thousand Palms, Indio, Brawley, and El Centro. The stations are fully wheelchair accessible and have free shortterm parking. 4. Freight Movement Goods movement activity is related directly to the type and intensity of the surrounding land use. Rail and trucking activity is generally focused in areas where commodities must be picked up or delivered. That may include industrial areas with manufacturing, warehousing, truck terminals, and other land uses which utilize raw materials and generate products. Commercial areas also generate trucking movements, although to a lesser intensity than highly industrial areas. Rail trips generally begin or end in industrial locations; however, rail activity may impact resi- TRA-16

17 dential and commercial areas where rail tracks are located. This section identifies the existing rail system and designated truck routes in the City of Chino. As industrial development increases in Chino, it will likely result in greater demand for rail services. Since the main rail lines to the industrial areas cross residential and commercial neighborhoods, increasing rail service increases the potential for land use conflicts. a. Freight Rail System Union Pacific (UP) operates one rail line in the City of Chino. The UP rail line enters the northwest portion of the City, between Philadelphia Street and Walnut Avenue, and extends diagonally to its eastern terminus at Benson Avenue and Chino Avenue. Several shorter lines also branch from the main UP line in the City of Chino, and extend throughout a small portion of the City bounded by Pipeline Avenue, Chino Avenue, Central Avenue, and Eucalyptus Avenue. The UP rail line intersects with 24 streets in the City of Chino. Various mechanisms are used to warn oncoming traffic of a train s presence in the City of Chino, including flashing lights, gates, cross bucks, and stop signs. A maximum of two freight trains travel through each rail line/roadway intersection on a daily basis. Of these crossings, the one on Central Avenue, just south of Chino Avenue, often causes delays due to train crossings. At this location, the train tracks are configured such that trains must cross at that point and then reverse onto the continuing rail line to proceed through the City. Most other rail crossings in Chino have limited delays due to the limited number of trains. The existing and future freight rail facilities located in the City of Chino are shown in Figure TRA-4A, and the typical railroad right-of-way cross-sections are shown in Figure TRA-4B. b. Truck Routes The City of Chino has adopted a series of truck routes, as illustrated in Figure TRA-5. The purpose of the truck route system is to identify the most appropriate routes for through trucks, as well as extra large trucks, in the City. Truck routes also inform truck drivers of the allowable routes to take, and help to avoid intrusion of non-local truck movements into areas of the City where they would not be desired, such as residential districts and sensitive land uses such as schools, senior centers, hospitals and day care centers. By State law, trucks are allowed to use any arterial roadway to access a destination for purposes of doing business along that roadway. However, a truck that is merely passing through may be restricted to certain designated routes. A through truck trip is defined as a truck trip that uses a roadway facility to get from one roadway or freeway to another without stopping TRA-17

18 along its route for purposes of doing business. For example, in Chino, a through truck trip could occur from State Route 71 to Euclid Avenue via a number of eastwest streets, or in the north-south direction from State Route 60 to State Route 71 along several streets. Many of the current truck trips in the City are made for purposes of doing business in the City (the truck stops along the way to deliver or pick up goods), but there are also other truck trips that are non-local through trips. The State of California Vehicle Code states that cities may post truck-restricted routes, or alternatively, truck designated routes, for trucks of certain weight classifications. Other types of truck restrictions may apply in selected areas such as bridges or roadway segments that are not designed to handle trucks of a certain height or weight. Those restrictions would be in addition to the limitation on general through-truck travel. TRA-18

19 HELLMAN AV E CENTRAL AVE RAMONA AVE YORBA AVE MONTE V IS T A AVE 12TH AVE O AKS AVE CYPRESS AVE SAN ANTONIO AVE FERN AVE EAST END AVE ROSWELL AVE PIPELINE AVE NORTON AVE RAMONA AVE YORBA AVE MONTE V IS T A AVE TELEPHONE AVE CENTRAL AVE V ERNON AVE BENSON AVE MAGNOLIA AVE MOUNTAIN AVE OAKS AVE T R A N S P O R T A T I O N E L E M E N T PHILLIPS BLVD FRANCIS AVE MAGNOLIA AVE MOUNTAIN AVE PHILADELPHIA ST 60 WALNUT AVE RIVERSIDE DR CHINO AVE 83 SCHAEFER AVE GRAND AVE EDISON AVE EUCALYPTUS AVE PIPELINE AVE NORTON AVE COLLEGE PK AVE CHINO HILLS PKY MERRILL AVE TELEPHONE AVE CITY OF CHINO EUCLID AVE KIMBALL AVE EL PRADO RD BICKMORE AVE PINE AVE LEGEND Existing Rail Line Ultimate Master Plan Existing Rail Line to be Abandoned 83 CHINO-CORONA RD F I G U R E T R A - 4 A E X I S T I N G A N D F U T U R E F R E I G H T R A I L F A C I L I T I E S

20 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Double Track Right-of-Way Right-of-Way Right-of-Way Drill Track Support Track Public Drainage Easement Single Track Right-of-Way Right-of-Way Right-of-Way Drill Track Public Drainage Easement F I G U R E T R A - 4 B T y p i c a l R a i l r o a d R i g h t - o f - W a y S e c t i o n

21 PIPELINE AVE 12TH AVE OAKS AVE FERN AVE EAST END AVE ROSWELL AVE PIPELINE AVE NORTON AVE RAMONA AVE YORBA AVE MONTE VISTA AVE TELEPHONE AVE CENTRAL AVE VERNON AVE BENSON AVE OAKS AVE ANTONIO AVE W. PRESERVE E. LOOP MAIN ST PRESERVE LOOP MAYHEW FERN AVE C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t PHILLIPS BLVD FRANCIS AVE MAGNOLIA AVE MOUNTAIN AVE CYPRESS AVE SAN ANTONIO AVE PHILADELPHIA ST 60 WALNUT AVE RIVERSIDE DR CHINO AVE SCHAEFER AVE GRAND AVE EDISON AVE EUCALYPTUS AVE RAMONA AVE COLLEGE PK AVE CHINO HILLS PKY MAGNOLIA AVE MOUNTAIN AVE MONTE VISTA AVE EUCLID AVE MERRILL AVE CITY OF CHINO WALKER AVE CARPENTER AVE CENTRAL AVE KIMBALL AVE CYPRESS AV E SAN EL PRADO RD MOUNTAIN AVE BICKMORE AVE LEGEND City of Chino Truck Route 71 PINE AVE 83 CHINO-CORONA RD CHINO-CORONA RD State Truck Route Large (38/40) Truck Route Adjacent Agency Truck Route HELLMAN AVE Source: City of Chino Municipal Code, N O R T H F I G U R E T R A - 5 T r u c k R o u t e M a p

22 Several factors affecting goods movement will continue to see change in the near future. Agricultural uses have been replaced with industrial warehouse uses. The industrial warehouse development in the southwestern portion of Chino, together with access to State Route 71, may result in continued increases in volume and changes in truck travel patterns. To accommodate and facilitate truck travel while controlling impacts on non-truck generating land uses, unique truck facilities are necessary. Specifically, through truck routes must be designated on major routes (expressways or large primary arterials) to provide access to the industrial areas and through the City. These routes should be separate to the extent possible from residential, commercial, and public land uses. These routes should be constructed to support vehicles weighing 10,000 or more pounds. Local truck routes are typically designated on major arterials, allowing trucks weighing more than 10,000 pounds to access commercial and industrial areas. A significant number of individual truck owners/operators reside in Chino. Some of the independent truck operators desire to park their vehicles on residential streets adjacent to their homes throughout the City. In response, the City has developed parking regulations that limit the locations where trucks may park overnight to designated and signed truck routes unless restricted by code. The City of Chino truck route system includes the following categories of routes: City of Chino Truck Routes State Truck Routes Large (38/40) Truck Routes Chino truck routes are located primarily on east-west oriented roadways, including Riverside Drive, portions of Schaefer Avenue, Edison Avenue, Eucalyptus Avenue, Chino Hills Parkway, Merrill Avenue, Pine Avenue, Bickmore Avenue, El Prado Road, and Kimball Avenue. Several of those routes provide a continuous truck route connection from State Route 71 to Euclid Avenue through the City of Chino. All of the north-south oriented truck routes are intentionally discontinuous because the City does not wish to facilitate cut-through routes for trucks to and from State Route 60; two sufficient north-south routes are already provided by Euclid Avenue and State Route 71. The north-south discontinuous routes include portions of East End Avenue, Pipeline Avenue, Ramona Avenue, Monte Vista Avenue, Central Avenue, Mountain Avenue, Mayhew, Walker Avenue, Hellman Avenue, and Carpenter Avenue. TRA-22

23 As shown on Figure TRA-5, while only small portions of State Route 71 are actually located within the City of Chino, it serves the City and provides regional through access for trucks. Thus, there are good north-south (Euclid Avenue and State Route 71), as well as east-west (State Route 60) access routes for through trucks in the City of Chino. 5. Airport Chino Airport (CNO), formerly known as Cal Aero Field, is a county-owned public-use airport located east of Euclid Avenue (State Route 83), between Merrill Avenue and Kimball Avenue. Chino Airport has three runways and is classified as a general aviation reliever airport due to its proximity to LA/Ontario Airport and John Wayne Airport. Chino Airport serves private, business, and corporate tenants and customers from the Inland Empire. Operations are expected to grow from a projected 243,523 takeoffs and landings in 2015 to a projected 260,448 takeoffs and landings in Some runway expansions are planned, for both safety improvements and to allow a larger range of aircraft to use the airport. B. Roadway Classifications, Standards, and Improvements The City of Chino groups its streets and highways into six functional classifications according to the number of lanes and the type of service the roadway is intended to provide. Roadway functional classifications are used to describe the function and character of streets and highways. Different types of streets are intended to handle different types of traffic associated with different modes of travel, including autos, cyclists, pedestrians, and transit. Auto trips are channeled through a hierarchical system that progresses from a lower classification handling short, locally-oriented trips to higher classifications that connect regional and inter-regional traffic generators, handling longer trips. The roadway classification system is used to generally describe the total volume of auto traffic on a roadway, as well as the auto trip length, trip type, local access (number and type of curb cuts and driveway access), posted speeds, parking, median type, traffic control, and other characteristics. The paragraphs below describe the general characteristics of each of the seven functional street classifications in the City of Chino. They are listed in order of volume, from highest to lowest. Freeway: A freeway is an access-controlled, divided highway, with two or more lanes in each direction. Freeways are designed for high speed inter-city travel. TRA-23

24 Expressway: An expressway is a divided high-flow arterial street with three or more lanes in each direction. Typical right-of-way width is 206 feet. Expressways may be separated by a median and may have a bicycle lane/trail and/or an equestrian trail. Major Arterial: A major arterial is a divided roadway with six to eight through lanes. Major arterials serve major activity centers within the City, carry the majority of intra-city trips, and provide access to high volume corridors, such as freeways. Public transportation is usually most prominent along the major arterial system. Major arterials may be divided by a median and may have a bicycle lane/trail and/or an equestrian trail. Typical right-of-way width ranges between 120 feet and 134 feet, and curb-to-curb width ranges from 100 feet to 114 feet. Primary Arterial: A primary arterial is a roadway with four through lanes. Primary arterials may be separated by a median, and may have a bicycle lane/trail and/or an equestrian trial. The typical right-of-way width is 98 feet, and the curb-to-curb width is 74 feet. Parking is prohibited on primary arterial roadways. Secondary Arterial: A secondary arterial is an undivided roadway with four through lanes. Typical right-of-way width is approximately 88 feet, and curbto-curb width is 64 feet. Secondary arterials may have a bicycle lane/trail and/or an equestrian trail. Parking is allowed on secondary arterial roadways. Collector: A collector street is a two lane undivided roadway with the primary function of collecting and distributing local traffic. Typical right-of-way width ranges between 60 feet and 88 feet. Collector streets may be further broken down into three subcategories according to adjacent land use: Urban Residential Collector Rural Collector Urban Industrial Collector Local Street: A local street is a two lane undivided roadway. Local streets are primarily used to gain access to and from adjacent properties. The minimum right-of-way width for local streets is 60 feet. A map of the existing functional roadway classification system in the City of Chino is provided in Figure TRA-6. Sample cross-sections of the roadway types, except for Freeways, over which Chino has no jurisdiction, are shown in Figures TRA-7A, B, C, D, and E TRA-24

25 Not all roadways are currently built out to the functional street classifications, and changes associated with the buildout process are discussed below in Changes to the Transportation Network. The Majestic Spectrum, East Chino, Eucalyptus Business Park, College Park and The Preserve Specific Plans may have roadway functional classifications that vary from the figure provided; refer to the individual plans for more information. A description of the ultimate buildout of each arterial roadway is provided in Table TRA-5A and 5B, and a map of the future number of lanes is provided in Figure TRA-8. As this General Plan is implemented, the City will undertake a significant number of changes to the roadway network. As these changes are undertaken, the City will add auto travel lanes, develop new signals, and widen intersections. The City will also develop a hierarchy of pedestrian and TRA-25

26 RESERVOIR ST CENTRAL AVE PIPELINE AVE OAKS AVE MOUNTAIN AVE SAN ANTONIO AVE FERN AVE EAST END AVE ROSWELL AVE PIPELINE AVE NORTON AVE RAMONA AVE YORBA AVE MONTE VISTA AVE TELEPHONE AVE CENTRAL AVE VERNON AVE BENSON AVE MOUNTAIN AVE OAKS AVE MAIN ST MAYHEW MEADOWHOUSE MILL RINCON MEADOWS CREEK RD T R A N S P O R T A T I O N E L E M E N T PHILLIPS BLVD FRANCIS AVE MAGNOLIA AVE CYPRESS AVE PHILADELPHIA ST 60 WALNUT AVE RIVERSIDE DR CHINO AVE 83 SCHAEFER AVE GRAND AVE EDISON AVE EUCALYPTUS AVE NORTON AVE RAMONA AVE YORBA AVE MONTE VISTA AVE COLLEGE PK AVE CHINO HILLS PKY MERRILL AVE * TELEPHONE AVE CITY OF CHINO EUCLID AVE LEGEND KIMBALL AVE REMINGTON ST Urban Residential Collector EL PRADO RD Rural Collector BICKMORE AVE Urban Industrial Collector Secondary Primary Major Expressway PINE AVE 83 Freeway CHINO-CORONA RD Sphere of Influence WALKER AVE Note: Some Specific Plans for areas within the City of Chino have special roadway classifications. A map of Specific Plan areas is provided in the Appendix. Refer to each individual Specific Plan for a complete list of special roadway classifications. HELLMAN AVE N O R T H * Potential Alternative Hellman Avenue Alignment F I G U R E T R A - 6 R O A D W A Y C L A S S I F I C A T I O N

27 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Major Arterial (Expressway): Typical 8 Provides 8 traffic lanes and a wide median without parking Parkway* Shared Sidewalk/ Bike Path 35 Minimun / 50 Average 35 Minimun / 50 Average Building Setback from Curb Sidewalk/ Parkway* Curb Traffic Traffic Traffic Median Traffic Traffic Traffic Curb Sidewalk/ Parkway* Building Setback from Curb Landscape Easement *Sidewalk/Parkway typically 5 parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I G U R E T R A - 7 A S t r e e t c r o s s - s e c t i o n s

28 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Major Arterial: Minimum 8 Provides 8 traffic lanes and 2 bicycle lanes separated by a median without parking Sidewalk/ Parkway* Curb Traffic Traffic Traffic Median Traffic Traffic Traffic Curb Sidewalk/ Parkway* Major Arterial: Minimum 6 Provides 6 traffic lanes and 2 bicycle lanes separated by a median without parking Sidewalk/ Parkway* Bike * Curb Traffic Traffic Median Traffic Traffic Curb Bike * Sidewalk/ Parkway* *Sidewalk/Parkway typically 5 parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I G U R E T R A - 7 B S t r e e t c r o s s - s e c t i o n s

29 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Primary Arterial: Typical 4 Provides 4 traffic lanes and 2 bicycle lanes separated by a median without parking Sidewalk/ Parkway* Bike * Curb Traffic Median Traffic Curb Bike * Sidewalk/ Parkway* Secondary Arterial Provides 4 traffic lanes with parking Sidewalk/ Parkway* Parking Traffic Traffic Traffic Traffic Parking Sidewalk/ Parkway* *Sidewalk/Parkway typically 5 parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I G U R E T R A - 7 C S t r e e t c r o s s - s e c t i o n s

30 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Urban Residential/Rural Collector Provides 2 traffic lanes with parking and shared bicycle access Sidewalk/ Parkway* Parking Traffic Traffic Parking Sidewalk/ Parkway* Urban Residential/Rural Collector with Equestrian Trails Provides 2 traffic lanes and 2 equestrian trails with parking and shared bicycle access Equestrian Trail Sidewalk/ Parkway Parkway* Parking Traffic Traffic Parking Equestrian Trail Sidewalk/ Parkway Parkway* Urban Industrial Collector Provides 2 traffic lanes Sidewalk/ Parkway* Traffic Traffic Sidewalk/ Parkway* *Sidewalk/Parkway typically 5 parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I G U R E T R A - 7 D S t r e e t c r o s s - s e c t i o n s

31 C i t y o f C H i n o G e n e r a l P l a n T r a n s p o r t a t i o n E l e m e n t Local Street Provides 2 traffic lanes Sidewalk/ Parkway* Traffic Traffic Sidewalk/ Parkway* *Sidewalk/Parkway typically 5 parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I G U R E T R A - 7 E S t r e e t c r o s s - s e c t i o n s

32 D R A F T TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS Roadway Segment Reservoir Street Phillips Blvd to Francis Ave (in LA Co) No. of s Total R-O-W* Curb-to- Curb* Street Classification Notes (see Legend) PA LM Francis Ave to Philadelphia St PA LM Philadelphia St to State Route MA LM State Route 60 to Riverside Dr MA LM Riverside Dr to Chino Ave PA LM East End Avenue Phillips Blvd to Francis Ave SA B Francis Ave to Philadelphia St SA B Philadelphia St to State Route SA B State Route 60 to Riverside Dr SA B Riverside Dr to Chino Ave SA B Chino Ave to Schaefer Ave SA B Pipeline Avenue Phillips Blvd- to Francis Ave SA B Francis Ave to Philadelphia St SA B Philadelphia St to Walnut Ave SA B Walnut Ave to Riverside Dr SA B Riverside Dr to Chino Ave SA B Chino Ave to Schaefer Ave SA B Schaefer Ave to Edison Ave/Grand Ave Edison/Grand Ave to Eucalyptus Ave (east) SA B SA B Eucalyptus Ave to San Antonio Creek 4 88 a 64 SA B San Antonio Creek to Eucalyptus Ave (west) SA B TRA-32

33 D R A F T TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED) Roadway Segment Ramona Avenue No. of s Total R-O-W* Curb-to- Curb* Street Classification Notes (see Legend) Phillips Blvd to Francis Ave PA PM Francis Ave to Philadelphia St PA PM Philadelphia St to State Route PA PM State Route 60 to Walnut Ave SA PM Walnut Ave to Riverside Dr PA PM Riverside Dr to Chino Ave PA PM Chino Ave to Schaefer Ave PA PM Schaefer Ave to Edison Ave PA PM Edison/Grand Ave to Eucalyptus Ave MA LM b Eucalyptus Ave to Corporate Center Ave Corporate Center Ave to Chino Hills Pkwy Monte Vista Avenue MA LM MA LM Phillips Blvd to Francis Ave SA B Francis Ave to Philadelphia St SA B Philadelphia Ave to Walnut Ave SA B Walnut Ave to Riverside Dr SA B Riverside Dr to Chino Ave SA B Chino Ave to Schaefer Ave SA B Schaefer Ave to Edison Ave SA B Edison Ave to Eucalyptus Ave SA B Eucalyptus Ave to Chino Hills Pkwy SA B Central Avenue Phillips Blvd to Francis Ave MA LM Francis Ave to Philadelphia St MA LM Philadelphia St to State Route MA LM TRA-33

34 P U B L I C R E V I E W D R A F T TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED) Roadway Segment No. of s Total R-O-W* Curb-to- Curb* Street Classification Notes (see Legend) State Route 60 to Walnut Ave MA LM Walnut Ave to Riverside Dr MA LM Riverside Dr to Chino Ave MA LM Chino Ave to Schaefer Ave MA Schaefer Ave to Edison Ave MA Edison Ave to Eucalyptus Ave MA B Eucalyptus Ave to Chino Hills Pkwy MA B Chino Hills Parkway to South City Limits Benson Avenue MA B Phillips Blvd to Francis Ave SA B Francis Ave to Philadelphia St SA B Philadelphia St to State Route PA B State Route 60 to Walnut Ave SA B Walnut Ave to Riverside Dr SA B Riverside Dr to Chino Ave SA B Chino Ave to Schaefer Ave SA B Schaefer Ave to Edison Ave SA B Mountain Avenue Philadelphia St to Walnut Ave MA Walnut Ave to Riverside Dr MA Riverside Dr to Chino Ave PA Chino Ave to Schaefer Ave PA Schaefer Ave to Edison Ave PA San Antonio Avenue Philadelphia St to State Route SA State Route 60 to Walnut Ave SA TRA-34

35 D R A F T TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED) Roadway Segment Fern Avenue No. of s Total R-O-W* Curb-to- Curb* Street Classification Notes (see Legend) Riverside Dr to Chino Ave SA B Chino Ave to Edison Ave PA LM, B Edison Ave to Eucalyptus Ave SA LM, B El Prado Road Central Ave to South City Limits SA Euclid Avenue (State Route 83) Philadelphia St to State Route EX LM, B State Route 60 to Riverside Dr EX LM, B Riverside Dr to Edison Ave EX LM, B, ECSP Edison Ave to Eucalyptus Ave EX LM, B, ECSP Eucalyptus Ave to Kimball Ave a EX LM, B, ECSP Kimball Ave to State Route EX LM, B Legend: *ROW and curb widths are in feet. B-Bicycle Trail EX-Expressway E- Equestrian Trail MA-Major Arterial EBPSP-Eucalyptus Business Park Specific Plan PA-Primary Arterial ECSP-East Chino Specific Plan SA-Secondary Arterial MSSP-Majestic Spectrum Specific Plan LM-Landscape Median PM-Painted Median a R-O-W widths do not include equestrian trail requirements. b Painted medians at selected mid-block locations per Majestic Spectrum Specific Plan TRA-35