7 TRANSPORTATION ELEMENT TRA-1 the Purpose of The

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 Chap- ter 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 contain- ing 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 im- plementation of the Transportation Element.

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

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. Pedes- trian 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 al- leyways. 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.

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

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

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

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

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C I T Y O F C H IN O GEN E R A L P L A N

TRANSPO R T A T I O N E L E M E N T

E VE

A V

T N

CENTRA

BENSO

OSWEL

TELEPHONE

RAMON EAST EN EAST

PHILLIPS BLVD E

N I

T A

FRANCIS AVE T

EUCLI

F S CYPRES VICTORY WAY O

PHILADELPHIA ST

WALNUT AVE

OIR ST OIR

R RESE

RIVERSIDE DR

C ST D ST CHINO AVE

SCHAEFER AVE

GRAND AVE T

EDISON AVE

K A

E E

O EUCALYPTUS AVE

V E

A V

A R

V A

E M

V K

L L

N E O

R O

G T

COLLEGE G

N U

PK AVE M MERRILL AVE

A VE

E A

NORTE LN A

I VE

VE A

SURWAY V

PIPELIN Y

A E

E W. FACILITY DR A T CITY OF CHINO

CHINO HILLS PKY

EUCLI

RAMON

TELEPHON E

KIMBALL AVE S U

E REMINGTON ST

D E LEGEND S

V E

CENTRA

O E

A O

E I D

Existing Road H

N A

T R

EL PRAD Y

SAN E

F M RINCON

M I Future Road N

A M

M O Existing Traffic Signals RD Chino Traffic Signal

T PRAIRIE SMOKE S Caltrans Traffic Signal N

N I

M A

San Bernardino Traffic Signal L M

H D

Chino/Riverside Co.Traffic Signal R

VE A BICKMORE AVE E A PIN N

Chino Hills Traffic Signal O

O C

Ontario Traffic Signal - O

83 N

H C Future Traffic Signals Chino Traffic Signal

Chino/Ontario Traffic Signal

Chino/Riverside Co.Traffic Signal CHINO-CORONA RD Chino Hills Traffic Signal

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 CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

TABLE TRA-1 SIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA

Control Delay per Vehicle LOS Description (s/veh) Excellent operation. All approaches to the intersection appear A quite open, turning movements are easily made, and nearly all ≤ 10 drivers find freedom of operation. Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable B > 10 – 20 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 C than 60 seconds, and back-ups may develop behind turning > 20 – 35 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 D > 35 – 55 traffic queues. This level is typically associated with design practice for peak periods. Poor operation. Some long-standing vehicular queues develop E on critical approaches to intersections. Delays may be up to > 55 – 80 several minutes. Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or F prevent movement of vehicles out of the intersection ap- > 80 proach lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow.

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.

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-2 UNSIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA

Control Delay Level of per Vehicle Service Description (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 Extreme traffic delays with intersection F > 50.0 capacity exceeded

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 alterna- tives. The same information is also available at www.IE511.org;

 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

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

TABLE TRA-3 GENERALIZED MAXIMUM DAILY MOTOR VEHICLE VOLUMES AT A LEVEL OF SERVICE

Freeway Expressway Major Arterial No. Lanes 6 4 8 4 6 8 LOS

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

Primary Arterial Secondary Arterial Collector No. Lanes 2 4 6 2 4 2 LOS

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 2000-2006. 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

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

shows a downward trend in pedestrian/vehicle collisions since the high in 2002. 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 2006. 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 1997-2006, 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 2006. 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 rela- tionship 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.

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

TABLE TRA-4 PEDESTRIAN AND BICYCLE COLLISIONS, 1997-2006

Pedestrian Collisions Bicycle Collisions

Year Injury Fatality Injury Fatality 1997 NA NA 26 0

1998 NA NA 19 0

1999 NA NA 21 2

2000 12 2 29 1

2001 21 1 24 0

2002 30 0 21 1

2003 16 1 24 1

2004 14 0 27 0

2005 9 0 17 0

2006 11 3 22 0 Note: NA = Not Available Sources: Bicycle and pedestrian collision data 2000-2007 from Statewide Integrated Traffic Records System (SWITRS), accessed on January 6, 2010 at http://www.chp.ca.gov/switrs/ index.html. Bicycle collision data from 1997-1999 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 non- motorized 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

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

 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.

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CITY OF CHINO GENERAL PLAN

TRANSPORTATION ELEMENT

Phillips Blvd

v A

Francis Ave

d Philadelphia St

s a E State Highway 60

Walnut Ave Walnut Ave San Antonio Ave Antonio San

Riverside Dr Riverside Dr i

o s

e n

v e

n Chino Ave

E e

Fern Ave

p i

P Schaefer Ave

G t

r s a i

V d

A e

ve t n

Edison Ave o

v A

Eucalyptus Ave Eucalyptus Ave

v A

Merrill Ave

Chino Hills Pkwy d

u E

Potential Chino Creek Multi-Use Trail Kimball Ave

E l P ra d o R d

Link to Ave

Pine Prado Park

e H Class I Off-Street Bicycle Facility Potential link Trail in this Class II or III On-Street Bicycle Facility to Crest to Coast area to follow Trail ultimate alignment Chino City Boundary of the Preserve Urban Buffer County Boundary

Chino Sphere of Influence 0 0.5 1 Miles

FIGURE TRA-2 FUTURE BICYCLE FACILITIES CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

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 Fig- ure TRA-3.

3. 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.

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEMENT

Phillips Blvd

v A

Francis Ave

d Philadelphia St

s a E State Highway 60

Walnut Ave Walnut Ave San Antonio Ave San

Riverside Dr Riverside Dr i

o s

e n

v e

n Chino Ave

E e

Fern Ave

p i

P Schaefer Ave

G t

r s a i n d V

A e

ve t n

Edison Ave o

v A

Eucalyptus Ave Eucalyptus Ave

e v

A ve Merrill A

Chino Hills Pkwy d

u E

Potential Chino Creek Multi-Purpose Trail Kimball Ave

E l P ra d o R d

Ave Pine Prado Equestrian

Center

l e

Potential connection to H City Master Plan Equestrian Trail Chino Hills State Park

Existing Neighborhood Equestrian Trails Trail in this area to follow the ultimate alignment of the Preserve Urban Buffer Chino City Boundary

County Boundary

Chino Sphere of Influence 0 0.5 1 Miles

FIGURE TRA-3 EQUESTRIAN TRAILS CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

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 Sen- ior 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 rail- feeder 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 travel- ing 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

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

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 Omni- trans 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 Po- mona 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 An- geles 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, Braw- ley, and El Centro. The stations are fully wheelchair accessible and have free short- term 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-

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CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

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 Chi- no 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 rail- road 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 intru- sion 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

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CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

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 east- west 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.

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CITY OF CHIN O GENERAL PLAN

TRANS P O RTAT I O N ELE M EN T

BENSON

CENTRAL

TELEPHONE ORB

MONTE

OSWELL

RAMONA

NOR

EAST END EAST

R PIPELINE

PHILLIPS BLVD VE

FRANCIS AVE A

ONIO

ANT

GNOLIA

CYPRESS SA MOUNT

PHILADELPHIA ST O FERN 60 WALNUT AVE

RIVERSIDE DR

CHINO AVE

83 SCHAEFER AVE

VE A

GRAND AVE 12TH

EDISON AVE

S K

A EUCALYPTUS AVE

V A

A T

COLLEGE G

VE U M MERRILL AVE

A PK AVE O

CHINO HILLS PKY M

PIPELINE

ORB

NOR VE

A I

Y A

V CITY OF CHINO

RAMONA

EUCLID

MONTE

VE TELEPHONE A KIMBALL AVE

EL PRADO RD CENTRAL

BICKMORE AVE

V A

AVE HELLMAN PINE

LEGEND 83 CHINO-CORONA RD Existing Rail Line Ultimate Master Plan Existing Rail Line to be Abandoned

FI G UR E T R A - 4 A EXISTIN G AN D FUTUR E FREIGH T RAI L F A CILITIE S 13 12 12 12 12 12 12 13 12 20 10 40 14 40 12 112 166

Public Drainge Drill Track SupportTrack Easement Double Track

C i t y o f c h i n o G e n e r a l P l a n T ra n s p o rtati o n E l e m e n t

Double Track

4’8” 15 45 Right-of-Way15 60 Right-of-Way Right-of-Way

Drill Support Public Track Track Drainage Easement

Single Track

15 30 15 45Right-of-Way

Right-of-Way Right-of-Way

Drill Public Track Drainage Easement

FIGURE TRA-4B

Typical Rail r o a d R i g h t -of-Way Sec t i o n CITCityY OofF CHINCHinoO General Plan GENERAL PLAN T r a n s p o r t a t i o n E l e m e n t

TRANSPO R TA TIO N ELEMEN T

BENSO

VERNO

CENTRA

TELEPHONE OR

OSWEL

RAMON

EAST EN EAST P

PHILLIPS BLVD E

A E

T V

A E

FRANCIS AVE U

O I

A N

S CYPRES

PHILADELPHIA ST O FER 60 WALNUT AVE

RIVERSIDE DR

CHINO AVE

83 SCHAEFER AVE

I H

GRAND AVE L

12T P

EDISON AVE

S K

A EUCALYPTUS AVE

V A

A T

COLLEGE G

N U

PK AVE M MERRILL AVE

VE M

CHINO HILLS PKY A

A V

CITY OF CHINO ARPENTE

EUCLI

ALKE I

M N

VE V

RAMON O

A E

E F

SAN KIMBALL AVE CYPRESS

CENTRAL

EL PRADO RD W E

E H

V Y

A M

A T BICKMORE AVE

T O

E L

V V E

R S

N R

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A E

. M

PINE R L

71 W L

LEGEND O E

83 C

- H

City of Chino Truck Route H CHINO-CORONA RD

C State Truck Route Large (38/40) Truck Route Adjacent Agency Truck Route

Source: City of Chino Municipal Code, 2009.

n o r t H

FI G UR E TRA- 5 T R UC K R OUT E MA P F I GU R E T r a - 5

T r u c k R o u t e M a p CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

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 de- veloped parking regulations that limit the locations where trucks may park over- night 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 Ave- nue, Central Avenue, Mountain Avenue, Mayhew, Walker Avenue, Hellman Ave- nue, and Carpenter Avenue.

TRA-22

CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

As shown on Figure TRA-5, while only small portions of State Route 71 are actual- ly 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 Av- enue 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 2025. 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 genera- tors, 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

CITY OF CHINO G E N E R A L PLAN TRANSPORTATION ELEME NT

 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. Express- ways 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 ma- jority 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 curb- to-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

CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

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

CITY OF CHIN O GENERAL PLAN

TRANS P O RTAT I O N ELE M EN T

VIS

BENSO

CENTRA L

TELEPHONE

MONT

RAMON

OSWEL

R EAST EN EAST

PHILLIPS BLVD

V O

FRANCIS AVE I

N U

M CYPRES

O M

PHILADELPHIA ST S FER 60

WALNUT AVE

OIR ST OIR

R RESE

RIVERSIDE DR

CHINO AVE

SCHAEFER AVE

GRAND AVE

EDISON AVE

S K

A EUCALYPTUS AVE

VE N U

A COLLEGE O E MERRILL AVE PK AVE M

CHINO HILLS PKY

VE A

VE *

PIPELIN

I VE

E E

RAMON CITY OF CHINO

EUCLI

L W

LEGEND TELEPHON KIMBALL AVE

E S

U REMINGTON ST

CENTRA

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EL PRAD O

E D

Urban Residential Collector E

H O

RINCON

L M O I Rural Collector BICKMORE AVE M RD

Urban Industrial Collector T

Secondary S

I A Primary M E AVE Major PIN 83 Expressway Freeway CHINO-CORONA RD

Sphere of Influence E

L L

Note: Some Specific Plans for areas within the City of E Chino have special roadway classifications. A map of H Specific Plan areas is provided in the Appendix. Refer to each individual Specific Plan for a complete list of special roadway classifications.

* Potential Alternative Hellman Avenue Alignment N O R T H

FI G UR E TRA- 6

R O A D W A Y CLASSIFIC A TIO N C i t y o f C H i n o General Plan T ra n s p o rtati o n E l e m e n t

Major Arterial (Expressway): Typical 8 Lane Provides 8 traffic lanes and a wide median without parking

12’ 5’ 10’ 14’ 12’ 12’ 14’ 14’ 12’ 12’ 14’ 10’ 13’ 19’ 15’ 52’ 64’ 52’ 23’ 168’ Shared Sidewalk/ Parkway* 206’ Bike Path

35’ Minimun / 50’ Average 35’ Minimun / 50’ Average

Building Sidewalk/ Curb Traffic Traffic Traffic Median Traffic Traffic Traffic Curb Sidewalk/ Building Landscape Setback Parkway* Lane Lane Lane Lane Lane Lane Lane Lane Parkway* Setback Easement from Curb from Curb

*Sidewalk/Parkway typically 5’ parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable.

FIGURE TRA-7A

S t r e e t c r o ss - s e c t i o n s

13 12 12 12 12 12 12 13 12 20 10 49 14 49 12 112 166 City of CHino G e n e r al P la n T r a n sp o r t a t i o n E l e m e n t

Major Arterial: Minimum 8 Lane Provides 8 traffic lanes and 2 bicycle lanes separated by a median without parking

14’ 12’ 12’ 12’ 12’ 12’ 12’ 14’ 10’ 50’ 14’ 50’ 10’ 114’ 134’

Sidewalk/ Curb Traffic Traffic Traffic Median Traffic Traffic Traffic Curb Sidewalk/ Parkway* Lane Lane Lane Lane Lane Lane Lane Lane Parkway*

Major Arterial: Minimum 6 Lane Provides 6 traffic lanes and 2 bicycle lanes separated by a median without parking

5’ 14’ 12’ 12’ 12’ 12’ 14’ 5’ 10’ 43’ 14’ 43’ 10’ 100’ 120’

Sidewalk/ Bike Curb Traffic Traffic Median Traffic Traffic Curb Bike Sidewalk/ Parkway* Lane* Lane Lane Lane Lane Lane Lane Lane* Parkway*

*Sidewalk/Parkway typically 5’ parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable. F I GU R E T r a - 7 B

S t r e e t c r o ss - s e c t i o n s C i t y o f C H i n o G e n e r al P la n T r a n sp o r t a t i o n E l e m e n t

Primary Arterial: Typical 4 Lane Provides 4 traffic lanes and 2 bicycle lanes separated by a median without parking

5’ 13’ 12’ 12’ 13’ 5’ 12’ 30’ 14’ 30’ 12’ 74’ 98’

Sidewalk/ Bike Curb Traffic Median Traffic Curb Bike Sidewalk/ Parkway* Lane* Lane Lane Lane Lane Lane* Parkway*

Secondary Arterial Provides 4 traffic lanes with parking

8 12 12 12 12 8 12 64 12 88

Sidewalk/ Parking Traffic Traffic Traffic Traffic Parking Sidewalk/ Parkway* Lane Lane Lane Lane Parkway*

*Sidewalk/Parkway typically 5’ parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable.

F I GU R E T r a - 7 C

S t r e e t c r o ss - s e ct i o n s C it y o f C H i n o G e n er a l P l a n T r a n sp 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

8’ 12’ 12’ 8’ 10’ 40’ 10’ 60’

Sidewalk/ Parking Traffic Traffic Parking Sidewalk/ Parkway* Lane Lane Parkway*

Urban Residential/Rural Collector with Equestrian Trails Provides 2 traffic lanes and 2 equestrian trails with parking and shared bicycle access

8’ 12’ 12’ 8’ 4’ 10’ 10’ 40’ 10’ 10’ 4’ 88’

Equestrian Parking Traffic Traffic Parking Equestrian Trail Lane Lane Trail Sidewalk/ Sidewalk/ Parkway Parkway Parkway* Parkway*

Urban Industrial Collector Provides 2 traffic lanes

22’ 22’ 11’ 44’ 11’ 66’

Sidewalk/ Traffic Traffic Sidewalk/ Parkway* Lane Lane Parkway*

*Sidewalk/Parkway typically 5’ parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable.

F I GU R E T r a - 7 D

S treet cr o ss - secti o n s C i t y o f C H i n o G e n e r a l P l a n T ra n sp o rtati o n E l e m e n t

Local Street Provides 2 traffic lanes

18’ 18’ 12’ 36’ 12’ 60’

Sidewalk/ Traffic Traffic Sidewalk/ Parkway* Lane Lane Parkway*

*Sidewalk/Parkway typically 5’ parkway and remainder sidewalk, but varies as conditions warrant. Bicycle lane where applicable.

FIGURE TRA-7E

S t r e e t c r o ss - s e c t i o n s CITY OF CHINO DRAFT GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS

No. of Total Curb-to- Street Notes Roadway Segment Lanes R-O-W* Curb* Classification (see Legend) Reservoir Street Phillips Blvd to Francis Ave (in LA 4 100 74 PA LM Co) Francis Ave to Philadelphia St 4 100 74 PA LM

Philadelphia St to State Route 60 6 110 90 MA LM

State Route 60 to Riverside Dr 6 110 90 MA LM

Riverside Dr to Chino Ave 4 100 74 PA LM

East End Avenue

Phillips Blvd to Francis Ave 4 88 64 SA B

Francis Ave to Philadelphia St 4 88 64 SA B

Philadelphia St to State Route 60 4 88 64 SA B

State Route 60 to Riverside Dr 4 88 64 SA B

Riverside Dr to Chino Ave 4 88 64 SA B

Chino Ave to Schaefer Ave 4 88 64 SA B

Pipeline Avenue

Phillips Blvd- to Francis Ave 4 88 64 SA B

Francis Ave to Philadelphia St 4 88 64 SA B

Philadelphia St to Walnut Ave 4 88 64 SA B

Walnut Ave to Riverside Dr 4 88 64 SA B

Riverside Dr to Chino Ave 4 88 64 SA B

Chino Ave to Schaefer Ave 4 88 64 SA B Schaefer Ave to Edison Ave/Grand 4 88 64 SA B Ave Edison/Grand Ave to Eucalyptus Ave 4 88 64 SA B (east) Eucalyptus Ave to San Antonio Creek 4 88a 64 SA B San Antonio Creek to Eucalyptus Ave 4 88 64 SA B (west)

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CITY OF CHINO DRAFT GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED)

No. of Total Curb-to- Street Notes Roadway Segment Lanes R-O-W* Curb* Classification (see Legend) Ramona Avenue

Phillips Blvd to Francis Ave 4 100 74 PA PM

Francis Ave to Philadelphia St 4 100 74 PA PM

Philadelphia St to State Route 60 4 100 74 PA PM

State Route 60 to Walnut Ave 4 88 64 SA PM

Walnut Ave to Riverside Dr 4 88 64 PA PM

Riverside Dr to Chino Ave 4 100 74 PA PM

Chino Ave to Schaefer Ave 4 100 74 PA PM

Schaefer Ave to Edison Ave 4 100 74 PA PM

Edison/Grand Ave to Eucalyptus Ave 6 108 84 MA LMb Eucalyptus Ave to Corporate Center 6 108 84 MA LM Ave Corporate Center Ave to Chino Hills 6 108 84 MA LM Pkwy Monte Vista Avenue

Phillips Blvd to Francis Ave 2 88 64 SA B

Francis Ave to Philadelphia St 2 88 64 SA B

Philadelphia Ave to Walnut Ave 2 88 64 SA B

Walnut Ave to Riverside Dr 2 88 64 SA B

Riverside Dr to Chino Ave 2 88 64 SA B

Chino Ave to Schaefer Ave 2 88 64 SA B

Schaefer Ave to Edison Ave 4 88 64 SA B

Edison Ave to Eucalyptus Ave 4 88 64 SA B

Eucalyptus Ave to Chino Hills Pkwy 4 88 64 SA B

Central Avenue

Phillips Blvd to Francis Ave 6 110 90 MA LM

Francis Ave to Philadelphia St 8 132 112 MA LM

Philadelphia St to State Route 60 8 132 112 MA LM

TRA-33

CIT Y O F C H I N O PUBLIC REVIEW DRAFT GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED)

No. of Total Curb-to- Street Notes Roadway Segment Lanes R-O-W* Curb* Classification (see Legend) State Route 60 to Walnut Ave 8 132 112 MA LM

Walnut Ave to Riverside Dr 8 132 112 MA LM

Riverside Dr to Chino Ave 6 110 90 MA LM

Chino Ave to Schaefer Ave 6 110 90 MA

Schaefer Ave to Edison Ave 6 110 90 MA

Edison Ave to Eucalyptus Ave 6 110 90 MA B

Eucalyptus Ave to Chino Hills Pkwy 6 110 90 MA B Chino Hills Parkway to South City 6 110 90 MA B Limits Benson Avenue

Phillips Blvd to Francis Ave 4 88 64 SA B

Francis Ave to Philadelphia St 4 88 64 SA B

Philadelphia St to State Route 60 4 100 74 PA B

State Route 60 to Walnut Ave 4 88 64 SA B

Walnut Ave to Riverside Dr 4 88 64 SA B

Riverside Dr to Chino Ave 4 88 64 SA B

Chino Ave to Schaefer Ave 4 88 64 SA B

Schaefer Ave to Edison Ave 4 88 64 SA B

Mountain Avenue

Philadelphia St to Walnut Ave 6 110 90 MA

Walnut Ave to Riverside Dr 6 110 90 MA

Riverside Dr to Chino Ave 4 100 74 PA

Chino Ave to Schaefer Ave 4 100 74 PA

Schaefer Ave to Edison Ave 4 100 74 PA

San Antonio Avenue

Philadelphia St to State Route 60 4 88 64 SA

State Route 60 to Walnut Ave 4 88 64 SA

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CITY OF CHINO DRAFT GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5A ULTIMATE BUILDOUT OF NORTH-SOUTH ARTERIAL ROADWAYS (CONTINUED)

No. of Total Curb-to- Street Notes Roadway Segment Lanes R-O-W* Curb* Classification (see Legend) Fern Avenue

Riverside Dr to Chino Ave 4 88 64 SA B

Chino Ave to Edison Ave 4 92 68 PA LM, B

Edison Ave to Eucalyptus Ave 4 88 64 SA LM, B

El Prado Road

Central Ave to South City Limits 4 88 64 SA

Euclid Avenue (State Route 83)

Philadelphia St to State Route 60 8 200 EX LM, B

State Route 60 to Riverside Dr 8 200 EX LM, B

Riverside Dr to Edison Ave 8 200 EX LM, B, ECSP

Edison Ave to Eucalyptus Ave 8 200 EX LM, B, ECSP

Eucalyptus Ave to Kimball Ave 8 200a EX LM, B, ECSP

Kimball Ave to State Route 71 8 200 EX LM, B Legend: *ROW and curb widths are in feet. B-Bicycle Trail Lane 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

CITY OF CHINO DRAFT GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5B ULTIMATE BUILDOUT OF EAST-WEST ARTERIAL ROADWAYS

Notes No. of Total Curb- Street (See Leg- Roadway Segment Lanes R-O-W* to-Curb* Classification end) Phillips Boulevard Reservoir Ave to Ramona Avenue 4 88 64 SA Ramona Avenue to Central Avenue 4 88 64 SA Central Avenue to East City Limits 4 88 64 SA Francis Avenue San Bernardino Co Line to East End Ave 4 88 64 SA East End Ave to Ramona Ave 4 88 64 SA B Ramona Ave to Monte Vista Ave 4 88 64 SA B Monte Vista Ave to Telephone Ave 4 88 64 SA B Telephone Ave to Central Ave 4 88 64 SA B Central Ave to East City Limits 4 88 64 SA B Philadelphia Street Reservoir St to Pipeline Ave 4 88 64 SA B Pipeline Ave to Ramona Ave 4 88 64 SA B Ramona Ave to Monte Vista Ave 4 88 64 SA B Monte Vista Ave to Central Ave 4 88b 64 SA B, LM Central Ave to Benson Ave 6 122 102 MA B, LM Benson Ave to East City Limits 4 88 64 SA B Walnut Avenue Roswell Ave to Pipeline Ave 2 88 64 SA B Pipeline Ave to Ramona Ave 2 88 64 SA B Ramona Ave to Monte Vista Ave 2 88 64 SA B Monte Vista Ave to East of Central Ave 2-4 88 64 SA B East of Central Ave to Tenth St 2-4 88 64 SA B Tenth St to Benson Ave 4 88 64 SA B Benson Ave to Mountain Ave 2 88 64 SA B Mountain Ave to San Antonio Ave 4 88 64 SA B

TRA-36

CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5B ULTIMATE BUILDOUT OF EAST-WEST ARTERIAL ROADWAYS (CONTINUED)

Notes No. of Total Curb- Street (See Leg- Roadway Segment Lanes R-O-W* to-Curb* Classification end) San Antonio Ave to East City Limits 4 88 64 SA B Riverside Drive State Route 71 to Pipeline Ave 6 110 90 MA LM Pipeline Ave to Ramona Ave 6 110 90 MA LM Ramona Ave to Monte Vista Ave 6 110 90 MA LM Monte Vista Ave to Central Ave 6 110e 90 MA LM Central Ave to Benson Ave 6 110 90 MA LM Benson Ave to Magnolia Ave 6 110 90 MA LM Magnolia Ave to Mountain Ave 6 110 90 MA LM Mountain Ave to San Antonio Ave 6 110 90 MA LM San Antonio Ave to Fern Ave 6 110 90 MA LM Fern Ave to Euclid Ave 6 110 80 PA Chino Avenue State Route 71 to East End Ave 6 122 102 MA B East End Ave to Pipeline Ave 4 100 70 PA B Pipeline Ave to Central Ave 4 88e 64 SA B Central Ave to Mountain Ave 4 88 64 SA B Mountain Ave to Cypress Channel 4 88 64 SA B Cypress Channel to Euclid Ave 4 88 64 SA B Schaefer Avenue East End Ave to Rowell Ave 4 100 74 PA B Rosewell Ave to Pipeline Ave 4 100 74 PA B Pipeline Ave to Ramona Ave 4 100 74 PA B Ramona Ave to Monte Vista Ave 4 100 74 PA B Monte Vista Ave to Central Ave 4 100 74 PA B Central Ave to Benson Ave 6 122 102 MA B Benson Ave to Mountain Ave 4 100a 74 PA B, E

TRA-37

CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5B ULTIMATE BUILDOUT OF EAST-WEST ARTERIAL ROADWAYS (CONTINUED)

Notes No. of Total Curb- Street (See Leg- Roadway Segment Lanes R-O-W* to-Curb* Classification end) Mountain Ave to San Antonio Ave 4 100 64 PA B San Antonio Ave to Fern Ave 4 100 64 PA B Fern Ave to Euclid Ave 4 106 72 PA B, LM Edison Avenue /Grand Avenueg State Route 71 to Pipeline Ave 8 132 112 MA LM Pipeline Ave to Norton Ave 6 108 84 MA LM Norton Ave to Ramona Ave 6 108 84 MA LM Ramona Ave to Yorba Ave 6 108 84 MA LM Yorba Ave to Monte Vista Ave 6 108 84 MA LM Monte Vista to Central Ave 6 110d 90 MA LM Central Ave to Twelfth St 6 110 90 MA LM Twelfth St to Benson Ave 6 110 90 MA LM Benson Ave to Mountain Ave 6 110c 84 MA LM, B Mountain Ave to Cypress Ave 6 110a,c 84 MA LM, B, E Cypress Ave to San Antonio Ave 6 110 84 MA LM San Antonio Ave to Euclid Ave (SR-83) 6 110 84 MA LM Eucalyptus Avenue Pipeline Ave to Ramona Avenue 4 96 84 PA B Ramona Ave to Yorba Ave 4 88 64 SA B Yorba Ave to Monte Vista Ave 4 88 64 SA B Monte Vista Avenue to Central Ave 4 88 64 PA B Mountain Ave to Euclid Ave 4 88 64 PA B Chino Hills Pkwyg State Route 71 to Ramona Ave 8 132 108 MA PM Ramona Ave to 600 feet e/o Ramona Ave 6 108 84 MA PM 600 feet e/o Ramona Ave to Monte Vista 4 88-98f 74-84 PA EBSP, PM Ave Monte Vista to Telephone Ave 6 88-98f 74-84 MA EBSP, PM, B

TRA-38

CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

TABLE TRA-5B ULTIMATE BUILDOUT OF EAST-WEST ARTERIAL ROADWAYS (CONTINUED)

Notes No. of Total Curb- Street (See Leg- Roadway Segment Lanes R-O-W* to-Curb* Classification end) Telephone Ave to 600 feet w/o Central 6 88-98f 74-84 MA EBSP, PM, B Ave 600 feet w/o Central Ave to Central Ave 6 108 84 MA EBSP, PM, B Merill Avenue Euclid Ave to Carpenter Ave 4 88 64 SA Kimball Avenue El Prado Rd to Euclid Ave 4 88 64 SA Euclid Ave to Hellman Avenue 4 104a 92 PA PSP, LM, E Pine Avenue West City Limits to Euclid Ave 4 78c 64 PA B Euclid Ave to Hellman Avenue 6 136a,c 111 MA PSP, LM, B, E Legend: *ROW and curb widths are in feet. B – Bicycle Trail Lane EX – Expressway E – Equestrian Trail PSP – Preserve Specific Plan MA – Major Arterial PA – Primary Arterial SA– Secondary Arterial LM– Landscape Median PM – Painted Median a ROW do not include equestrian trail requirements. (See Figure TRA-3 for trail locations and Appendix C for R-O-W requirements.) b Raised median from Bridger Avenue to Central Avenue, curb-to-curb 72 feet c ROW widths do not include Class I bicycle trails. d Edison Easement to Central Avenue, R-O-W 122 feet and curb-to-curb 102 feet. e Downtown Master Plan for Riverside Drive and Chino Avenue R-O-W may take precedence. f North sides of Chino Hills Pkwy from 600 feet east of Ramona to 600 feet west of Central add 4feet of R-O-W for potential widening from 4 to 6 lanes. g Grand Avenue and Chino Hills Parkway have six lanes in the City of Chino Hills.

TRA-39

CIT Y O F CHIN O GENERAL PLAN

TRANSPO R TA TIO N ELEMEN T

VE I

A O

T BENSO

CENTRA L

TELEPHONE

RAMON

OSWEL

R EAST EN EAST

PHILLIPS BLVD

V O

FRANCIS AVE I

N U

M CYPRES

O M

PHILADELPHIA ST S FER 60

WALNUT AVE

OIR ST OIR

R RESE

RIVERSIDE DR

CHINO AVE

SCHAEFER AVE

GRAND AVE EDISON AVE

EUCALYPTUS AVE

VE A

E MERRILL AVE

CHINO HILLS PKY

PIPELIN

B R

T CITY OF CHINO

I VE

EUCLI

RAMON

I R

E O

K O

E T

VE V

S N A

W A

N L

TELEPHON R

E F

KIMBALL AVE SAN

S W

E D

O R

D CENTRA

EL PRAD K

W A

N E

E E

R M

N A L

L I

O O M

RD BICKMORE AVE

RINCON

O V

L R

M E

A R

P S

E R

VE P

LEGEND E A . PIN W 83

O-COR

2 Lanes N I CHINO-CORONA RD

4 Lanes C E

6 Lanes V

A N

8 Lanes A

L L

Freeway E H Sphere of Influence

FI G UR E TRA- 8 U L TIM A T E NUMBE R O F LANE S CITY OF CHINO GENERAL PLAN TRANSPORTATION ELEME NT

bicycle trails, with the goal of creating pedestrian, bicycle and equestrian trails that are separated from automobiles in most cases. These changes are reflected in the functional roadway classification map, Figure TRA-5. As improvements are constructed, they will be reviewed for consistency with other forms of transportation, including cycling, walking, and transit use, to ensure the transportation system works for all users. Development of the new roadways included in Figure TRA-6 is expected to cost approximately $103 million (in 2005 dollars). There are several possible funding sources for these new roadways:

 Development impact fees.

 San Bernardino County Measure I, the county half-cent sales tax for transportation.

 State Transportation Improvement Program (STIP).

C. Goals, Objectives, Policies, and Actions

Goal TRA-1 A roadway system that meets the needs of Chi- no’s residents and visitors, provides safe, convenient, and efficient travel in, around, and through the City, and preserves and/or en- hances the City’s distinctive qualities.

Objective TRA-1.1 Develop and maintain a street network that meets Chino’s needs and responds to new development.

Policies P1. The City should consider deviating from the standard street cross- sections when improving arterials in existing neighborhoods with extremely limited expansion and widening opportunities. Bicycle lanes should only be eliminated if they are replaced with parallel facilities on neighboring streets with equivalent or better connectivity and safety for bicyclists.

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P2. When roadway widening will take place after a development project is completed, the City shall require the developer to dedicate the ultimate right-of-way for future widening along the front of the subject property and deposit an in-lieu fee of their fair share of the cost of the future improvements into an account to be held by the City for said improvements.

P3. Through the development review process, the City shall ensure that new developments consider location, roadway width, existing driveways, and surrounding development in order to minimize the impacts of new development on surrounding neighborhoods.

P4. Through the development review process, the City shall limit the number of access points along all major arterials, continue to control access points through construction of median turn lanes and island curb cuts, and reduce and consolidate the current number of access points along major arterials.

P5. The City shall require all new development to mitigate traffic impacts identified by a City-mandated traffic study or as required by the Congestion Management Plan (CMP).

P6. Require a City traffic study to be prepared for projects that are in- consistent with the General Plan Land Use Element, and/or generate more than 50 two-way peak hour trips to one intersection. This includes projects such as those with: 100 or more residential units, 25,000 or more square feet of office space, 1,000 or more square feet of retail, or 100,000 or more square feet of industrial.

P7. The City shall undertake road-widening projects only when they are feasible on a significant length of roadway, while still requiring necessary dedications on an on-going basis.

P8. The City shall ensure that construction of all transportation facilities is fully funded, or in the case of facilities that are funded through Development Impact Fees, the fair share is paid, by the development creating the need.

P9. The City shall assess fees to construct and install traffic signals, bridges, streets, or other off-site auto network improvements to

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serve proposed development. Fees shall be set based on the proportion of the need or benefit occurring to the project. When de- termining appropriate transportation improvements, the City shall consider bicycle, pedestrian, and transit improvements.

P10. The City shall evaluate the adequacy of handicapped parking provision, and compliance with Americans with Disabilities Act (ADA) requirements, in review of all proposed new development and redevelopment projects in Chino.

P11. The City shall prioritize the improvement and widening of saw- tooth roads and intersections that currently exist.

Actions A1. Develop and implement a prioritization and phasing program for new and improved roadway facilities based on existing facilities, planned facilities, and funding.

A2. Conduct a study of the standard cross-sections used for roadways to determine whether there are appropriate locations in the City for a narrower auto travel lanes, reduced median widths, expanded bicycle and pedestrian facilities, and/or reduced on-street parking requirements; this study should also consider situations where there is not sufficient right-of-way to build or widen a street consistent with the standard section, and should consider the relation- ship of the roadway to adjacent properties to ensure compatibility to the greatest extent possible.

Objective TRA-1.2 Adopt and enforce level of service standards that provide safe and efficient transportation for Chino’s residents and workers.

Policies P1. The City shall achieve an average LOS D or better at intersections and along roadway segments while also prioritizing pedestrian safety near schools, parks, and other public destinations. This average shall be demonstrated to the satisfaction of the Director of Public Works.

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P2. Implement the San Bernardino Associated Governments (SANBAG) Congestion Management Program Guidelines for Traffic Impact Analysis reports.

Actions A1. Conduct a signal timing study for all intersections with LOS E and F. Coordinate and implement study recommendations with adjacent jurisdictions as well as California Department of Transporta- tion (Caltrans), if applicable.

Objective TRA-1.3 Minimize the impact on residential areas from through traffic and high travel speeds.

Policies P1. Make reasonable efforts to stabilize and maintain traffic volumes below 1,800 vehicles per day on local residential streets. The City shall provide adequate capacity to the extent possible on major and collector streets to prevent cut-through traffic onto neighborhood streets.

P2. The City shall utilize traffic calming strategies for residential areas to minimize through traffic and high travel speeds, while also improving the bike and pedestrian travel conditions and safety.

P3. The City shall ensure that traffic calming measures will not com- promise overall connectivity of the auto network or impede access and connectivity for pedestrians, cyclists, and persons with mobility limitations.

P4. The City shall design each arterial with sufficient capacity to accommodate anticipated traffic based on intensity of existing and planned land use, without providing excess capacity to encourage additional non-local cut-through traffic on City streets.

Actions A1. Establish criteria for which developments will be allowed to construct private streets.

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A2. Develop a program to identify residential areas that could benefit from traffic calming, and work with residents to implement approved traffic calming devices, as funding is available.

A3. The City shall review street standards and update them to address emergency vehicle access while maintaining and enhancing walka- bility and urban design character.

A4. Identify possible funding sources for traffic calming treatments, including grants to investigate the feasibility of establishing a residential assessment district to allow residents to participate in funding construction of traffic calming treatments in their neighborhood.

Goal TRA-2 Continue to integrate Chino into the broader regional street network and transportation system.

Objective TRA-2.1 Participate in regional transportation planning.

Policies P1. The City shall coordinate with Caltrans to balance level of service on freeway ramps with coordination of arterial street traffic signal timing to prevent queuing on Chino streets.

P2. The City shall take an active participatory role in coordinated transportation planning with the County of San Bernardino, Cal- trans, SANBAG, Southern California Association of Governments (SCAG), and surrounding jurisdictions.

P3. The City shall coordinate with State agencies regarding landscaping plans for right-of-way and on-/off-ramp landscaping.

P4. The City shall coordinate street development standards with adjacent jurisdictions.

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Goal TRA-3 Freight transportation that provides efficient service to businesses and industry while limiting impacts to residents and visitors.

Objective TRA-3.1 Support businesses in Chino that depend on trucking while also limiting impacts of trucking to the roadway system.

Policies P1. The City shall limit land uses with a significant reliance on trucks to parcels fronting designated truck routes, in industrial areas, or within a ¼ mile driving distance of freeways.

P2. The City shall discourage new parks, schools, day care centers, and major pedestrian uses from being sited on designated truck routes.

P3. Signs shall be used to delineate both City and State truck routes.

P4. The City shall continue to work with the State and neighboring cities to implement the truck routes shown in Figure TRA-5.

P5. The City shall encourage existing businesses to ensure that they require adherence to City truck routes in the conduct of their business.

Actions A1. Develop a truck loading policy for new development that ensures new truck-dependent businesses limit their impact on neighborhoods and business districts.

A2. Review on-street truck parking needs to determine appropriate and inappropriate locations for on-street truck parking. Areas deemed inappropriate shall be designated with “No Truck Parking” or “No Stopping” signs.

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Objective TRA-3.2 Maintain and enhance existing rail facilities, and integrate applicable transportation modes, such as trucking, to serve businesses that rely on rail facilities.

Policies P1. The City shall require land dedication for grade separations on key arterials and other roadways as a condition of approval for compa- nies that utilize the rail facilities.

P2. The City shall discourage new rail users and expansion of existing rail users on the Chino Line in the downtown area.

P3. The City shall continue to work with railway operators to implement the rail lines shown in Figure TRA-4A.

Actions A1. Conduct a study to examine and prioritize currently unprotected or minimally protected rail crossings.

Goal TRA-4 Maximize the efficiency of the existing transportation network throughout Chino with the use of Intelligent Transportation Systems (ITS) strategies.

Objective TRA-4.1 Utilize ITS strategies to improve transportation operations.

Policies P1. The City shall continue to support ITS applications currently operating in San Bernardino County and the City, and review new technology as it becomes available.

P2. The City shall support the expansion of new ITS applications that increase the efficiency of the vehicle network, increase coordination and reduce the need for additional capacity.

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P3. The City shall collaborate with transit providers, neighboring jurisdictions, and regional agencies to prioritize and maximize transit mobility along transit priority streets in Chino. Improvements could include installing transit signal priority, queue jump lanes at congested intersections, and/or exclusive bus lanes.

Objective TRA-4.2 Utilize ITS strategies to expand use of carpooling, ridesharing, and taxis.

Policies P1. The City shall collaborate with transit providers, neighboring jurisdictions, and regional agencies to explore the feasibility of using ITS applications to expand participation in carpooling and ridesharing.

Goal TRA-5 Facilitate safe, active and comfortable com- mutes to and from school for Chino’s school children.

Objective TRA-5.1 Increase the proportion of Chino school children who walk, bicycle, use public transportation and carpool to and from school.

Policies P1. The City shall work with the Chino Valley Unified School District, neighborhood associations, and Parent Teacher Associations (PTAs) to facilitate the creation of “walking school buses,” “bike trains” and carpools for commuting to and from Chino schools. “Walking school buses” and “bike trains” are led by at least two re- sponsible adults, one in front and one in back, to assist younger children in safely walking and biking to school.

P2. The City shall work with the Chino Valley Unified School District, the Police Department, neighborhood associations, and PTAs to

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initiate pedestrian and bicycle safety training and workshops in Chino schools.

P3. The City shall work with the Chino Valley Unified School District to identify schools and nearby recreational facilities that need additional bicycle parking and prioritize development of those facilities.

Actions A1. In coordination with the Chino Valley Unified School District, parent teacher organizations, neighborhood associations, and the school community, develop a Suggested Routes to School plan for at least the area within 1.5 miles of each school. The plan shall designate recommended Suggested Routes to School for walking, bicycling and public transportation that include continuous street sidewalk and pathway connections, controlled street crossings, and comfortable separation between pedestrians and vehicle traffic. It will also identify and prioritize areas that are in need of further in- vestment, such as new sidewalks, sidewalk repairs, crosswalks and signals, curb cuts, lighting and signage.

A2. In coordination with the Chino Valley Unified School District and the Police Department, develop traffic flow and parking policies for areas around schools. These policies must consider all forms of transportation.

A3. Work with the State of California Office of Traffic Safety to obtain Safe Routes to School or other funding for the priority invest- ments identified in the Suggested Routes to School plans.

Objective TRA-5.2 Reduce the incidence of traffic collisions involving pedestrians and bicyclists in school zones and along recommended routes to schools.

Policies P1. The City of Chino shall review existing conditions and prioritize pedestrian improvements, crosswalks, bicycle facilities, and traffic calming projects in Chino public school zones and along recommended routes to schools.

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P2. The City and Police Department shall prioritize traffic enforcement activities around schools to improve the safety of pedestrian and bicycle travel to schools.

Goal TRA-6 Improve the convenience, intuitiveness, and safety of Chino’s street network.

Objective TRA-6.1 Foster connectivity in the Chino street system.

Policies P1. The City shall require streets in proposed new development and redevelopment projects to be designed with a grid, modified grid, or small block pattern within the City’s arterial street network to facilitate traffic flow and provide multiple connections to arterials. These street patterns shall minimize dead-ends and cul-de-sacs for motorized vehicles to the extent possible. Where not possible streets will provide pedestrian and bicycle connections even if no through auto access is provided.

P2. New neighborhoods should be physically connected to one another via a series of roadways and pedestrian paths, and all residents should be within a short walk or drive of retail and other services.

P3. The City shall develop continuous pedestrian and bicycle connections between neighborhoods and to destinations such as schools, shopping, and parks.

P4. Street networks in new neighborhoods shall be configured in a manner that helps to promote mobility by vehicles, transit, bicycles, and pedestrians, while maintaining access to adjacent neighborhoods by all such modes of transportation.

Objective TRA-6.2 Reduce the incidence of traffic collisions, personal injuries, property damage and casualties among users of Chino’s transportation system.

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Policies P1. The City shall continue to review pedestrian, bicycle and traffic safety on Chino’s residential streets as well as at critical intersections.

P2. Based on engineering analysis and judgment, the City shall enhance the safety of pedestrians, bicyclists and traffic operations in Chino through creation of dedicated left turn lanes, and review of existing conditions, existing pavement markings and signage to enhance traffic control on Chino streets, as well as the modifica- tion/elimination of protected permissive phasing on all traffic signals.

Actions A1. Periodically review policies, actions, and regulations to ensure that the City is employing up-to-date techniques for providing Com- plete Streets that accommodate all travel modes, ages, and abilities.

A2. Study individual accident locations, especially “hot spots” with multiple accidents, and identify necessary upgrades to reduce the incidence of accidents.

Objective TRA-6.3 Ensure that pedestrian facilities comply with Americans with Disabilities Act (ADA) requirements.

Policies P1. The City shall work to create barrier-free access throughout the pedestrian network, particularly at hospitals, medical centers and senior centers. This shall include approaches such as increased pedestrian cross times for the slower movement of elderly and disabled residents (as allowed by State standards), construction of curb ramps, installation of countdown pedestrian heads, and repair of cracked or slanted sidewalks.

P2. During street work, sidewalks, crosswalks, and intersections should be retrofitted to accommodate the disabled wherever possible.

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Actions A1. Develop an ADA Transition Plan which identifies locations and funding commitments to provide access to public rights-of-way, including curb cuts and other improvements targeted toward persons with disabilities.

Goal TRA-7 Minimize the share of travel for single occupancy vehicles in Chino.

Objective TRA-7.1 Develop and implement Transportation Demand Management (TDM) programs in Chino.

Policies P1. The City shall encourage employers of 100 or more full-time employees, as well as schools and other organizations, to develop TDM plans to increase carpooling, and encourage the use of public transportation, bicycling, and walking.

P2. The City shall encourage employers of 100 or more full-time employees to allow telecommuting (work at home) and flexible and alternate work schedules to allow commuters to increase their use of alternative forms of transportation, and to minimize congestion at peak hours.

P3. The City shall encourage employers with 100 or more full-time employees and major retailers to provide shuttle service from local and transit intermodal facilities to the place of employment or shopping center.

P4. The City shall require employers to offer more desirable on-site parking space locations for carpools and vanpools.

P5. The City shall encourage employers to pay for transit passes for their employees who agree not to drive to work, to implement flexible work schedules, and to provide bike racks/storage and lockers/showers for bicycle and walking commuters.

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P6. The City shall encourage new industrial and commercial developments, the Chamber of Commerce, the school district, and large employers to distribute promotional material concerning transit ridership opportunities and services.

P7. The City shall require, as a condition of approval for new commercial and industrial developments, the preparation and implementa- tion of a Truck Travel Demand Management (TTDM) program.

Actions A1. Initiate a Transportation Demand Management (TDM) program for downtown Chino and other activity/employment centers with higher-than-average travel demand, potentially including the following:

 An incentive program to encourage carpooling to work.

 Subsidized transit costs for City employees and other downtown workers.

 Disseminated information regarding the San Bernardino As- sociated Governments ridesharing programs.

This TDM program should permit employers with 100 or more full-time employees to pay a fee to participate in lieu of creating their own TDM programs. Examine ways to give smaller employers incentives to participate in the program.

Goal TRA-8 Provide convenient and accessible parking to support economic and social vitality in Chino.

Objective TRA-8.1 Foster efficient use of Chino’s available parking.

Policies P1. The City shall enforce Chino’s public parking regulations.

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P2. The City shall supply an adequate amount of handicapped parking in proximity to civic, recreational, cultural, and commercial centers in Chino, per ADA requirements.

P3. The City shall post information in public parking areas indicating location, hours, and other parking regulations.

P4. The City shall encourage parking efficiencies wherever feasible, including shared parking, off-site parking, tandem, valet, mechanical stackers, and other methods to make the most efficient use of the existing parking supply.

P5. The City shall provide directional signage to the locations of public parking areas, especially in the downtown area.

Goal TRA-9 Foster public transit as an enjoyable, reliable, safe, convenient, equitable, healthy, environmentally-friendly and economical travel choice in Chino.

Objective TRA-9.1 Increase the accessibility of public transit stops for all Chino residents and workers.

Policies P1. The City shall encourage and promote the development of passenger rail service to the Chino Transit Center. This rail service should connect Chino residents and workers to other Metrolink stations.

P2. The City shall encourage the routing of buses to the Chino Air- port, Chaffey College, and other major destinations to facilitate transit access for workers, students, and airport passengers.

P3. To the extent feasible, transit stops shall have dedicated curbside loading space, passenger shelters and amenities such as maps and schedules (or real-time arrival information).

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P4. New developments shall provide for transit and bicycle facilities such as bus stops, bus bays, transit shelters, benches, on-site drop off locations, bicycle racks, lockers and showers.

P5. The City shall recommend to transit providers increases in transit service to areas targeted for redevelopment or concentrations of transit-oriented development.

P6. The City shall work with transit providers to increase access to transit stops, including prioritizing City street infrastructure improvements in locations that support pedestrian and bicycle access to transit stops, as well as the Chino Transit Center.

Objective TRA-9.2 Increase the attractiveness and convenience of public transportation choices in Chino.

Policies P1. When appropriate and whenever possible, the City shall support increased frequency and operational hours of public transit service.

P2. The City shall work with transit providers, including Omnitrans, to identify opportunities to increase funding for public transportation vehicles, equipment, and service provision in Chino. This could include collaborating on funding applications to regional, State, or federal agencies, as well as supporting providers in identifying new local sources.

P3. The City shall work with local transit agencies to evaluate and implement where possible electronic payment systems, coordinated schedules, and other measures that improve the ease of ridership for passengers.

Actions A1. Conduct a study to investigate the creation of a community bus, consisting of a shuttle service servicing community centers and linking the older and newer parts of the City.

A2. Conduct a study to investigate expanding taxi and carsharing services in Chino as a way of expanding transportation choices.

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A3. Study, together with local transit agencies, opportunities for transit- preference, such as signal priority and timing on transit routes to increase the speed and reliability of service; consider other measures that improve the efficiency and attractiveness of the service.

A4. Study demand along major public transit routes to determine demand in key years through 2030 and collaborate with local transit agencies to use the information to prioritize transit funding ex- penditures.

Objective TRA-9.3 Encourage local public transportation operators to provide a transit system that is safe for all users.

Policies P1. The City shall work with local transit providers to review safety enhancements around bus stops in Chino and routes used by public transit patrons to access transit stops.

P2. The City shall work with transit providers to consider safety in the location of transit stops, including locating them in places where they will be visible to passers-by, homes, and businesses.

Goal TRA-10 Foster bicycling as a convenient, healthy and environmentally-friendly travel choice in Chino.

Objective TRA-10.1 Increase the use of bicycle travel within Chino.

Policies P1. Libraries, schools, community centers, and other important community facilities in Chino shall have bicycle parking, including racks and lockers as appropriate.

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P2. The City shall require new development to provide off-street bicycle parking per zoning standards, and shall review those standards periodically to ensure that adequate bicycle parking is being provided.

P3. The City shall encourage employers of 100 or more full-time equivalent employees to provide showers and lockers for bicycle commuters.

P4. Incorporate bicycle paths/trails/facilities outside the street right- of-way in all new development, consistent with the Bicycle Master Plan.

Objective TRA-10.2 Increase the connectivity, safety and convenience of the bicycle network.

Policies P1. The City shall enhance and improve bicycle connections between neighborhoods, and between neighborhoods and significant destinations such as parks, schools, transit stops and transit centers, shopping centers, and employment centers.

P2. Where existing street width or traffic volumes do not support creation or maintenance of striped bicycle lanes, the City shall indicate to both drivers and bicyclists that bicycle use is permitted and should be expected through “sharrows”1 pavement markings, “share the road” signage, or other mechanisms.

P3. The City shall evaluate proposed new development and redevelopment projects to ensure that they include consideration of connections to the Chino bicycle circulation system and provide bicycle parking and other facilities for bicyclists, as appropriate to the development type.

1 Sharrows are markings painted on roadways indicating that auto traffic is expected to share the lane with cyclists.

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Actions A1. Prepare a Bicycle Master Plan for the City of Chino that establishes where and how the City’s bicycle network will be expanded, including standards to guide review of roadway enhancements or other changes to the roadway system. This plan should be consistent with requirements for allocation of State Bicycle Transportation Account funds and federal funding for bicycle improvements that cannot be allocated without an approved Bicycle Master Plan. The plan should also include criteria for funding prioritization of improvements.

A2. Develop maps or signage indicating local and regional bicycle routes, including distances to key destinations, such as parks and schools.

Goal TRA-11 Enhance the convenience, intuitiveness, and safety of Chino’s pedestrian network.

Objective TRA-11.1 Increase the pedestrian share of travel within Chino.

Policies P1. Where appropriate, the City shall develop and implement traffic calming measures such as narrower streets, pedestrian “bulb-outs” (extended curbs at corners), four-way stops, and traffic circles on Chino’s residential streets.

P2. The City shall require pedestrian-friendly traffic signal accessories, such as “count-down” pedestrian signals and similar technologies at all significant pedestrian crossings.

P3. Proposed new development and redevelopment projects shall include connections to the Chino pedestrian circulation system and adhere to City design standards for sidewalks, trail systems, crosswalks, and associated pedestrian infrastructure, following ADA requirements.

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P4. The City shall prioritize the development of safe, well-maintained walking routes along creeks.

Actions A1. Develop a Pedestrian Master Plan that evaluates the pedestrian transportation system for discontinuities and prioritizes streetscape improvements such as street trees, sidewalks, benches, planter boxes, ADA access, trails and other amenities in existing neighborhoods. Key pedestrian corridors and potential funding sources to complete the Plan should be identified as part of the Plan.

A2. Develop a set of criteria for funding prioritization of planned pedestrian improvements, based on need/deficiency, anticipated demand, anticipated cost/benefit ratio, geographic equity, and funding opportunity.

A3. Develop maps or signage indicating local and regional pedestrian routes, including distances to key destinations, such as parks and schools.

A4. Develop an ADA Transition Plan specifying a timeline and funding commitments to provide access to public rights-of-way, including curb cuts and other improvements targeted toward persons with disabilities.

Goal TRA-12 Increase the extent, connectivity and safety of the equestrian trail network in Chino.

Objective TRA-12.1 Provide an enjoyable and safe equestrian trail network within Chino.

Policies P1. The City shall continue to support the development and maintenance of neighborhood equestrian trails, which are intended to serve local recreational needs.

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P2. The City shall develop connections between existing public trails and the public rights-of-way to form a trail network that can be used to travel through the southern part of the City.

Goal TRA-13 Maintain Chino’s access to air transport.

Objective TRA-13.1 Facilitate the continued operation of the Chino Airport and LA/Ontario Airport.

Policies P1. The City shall work with San Bernardino County and Los Angeles World Airports to support the needs of the Chino Airport and to ensure that it provides quality air transportation to Chino and surrounding communities.

P2. The City shall work with transit providers to develop frequent and convenient transit access to the Chino Airport and LA/Ontario Airport.

Goal TRA-14 Reduce greenhouse gas emissions by reducing vehicle miles traveled and by increasing or encouraging the use of alternative fuels and transportation technologies.

Objective TRA-14.1 Review available transportation funding to encourage a shift from single-occupancy vehicles to transit and other modes of transportation.

Policies P1. The City shall work with transit agencies to prioritize funding for expanded transit service and transit service with lower emissions.

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Objective TRA-14.2 Promote the use of low- and zero- emission vehicles, and alternative fuels, and other measures that directly reduce emissions from motor vehicles.

Policies P1. The City shall encourage new construction to include vehicle access to properly wired outdoor receptacles to accommodate zero emission vehicles and/or plug in hybrids.

P2. The City shall encourage transportation fleet standards to achieve the lowest emissions possible, using a mix of alternate fuels and low- and zero-emission vehicles.

Actions A1. Develop a City-wide strategy to encourage the use of alternate fuels and low- and zero-emission vehicles, such as electric vehicle charging locations, compressed natural gas facilities and conven- iently located alternative fueling stations.

D. Indicators

The following trends are indicative of progress made in regards to the above policies. Each indicator is followed by the ideal direction of the trend.

 Annual vehicle hours of delay:  Direction: Decrease

 Number of signalized intersections with unacceptable vehicle congestion (LOS E or F) during peak hours:  Direction: Decrease

 Average emergency response times for public safety vehicles (police and fire):  Direction: No Increase

 Percentage of school children who walk, bicycle, ride the bus or carpool to and from school:  Direction: Increase

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 Number of bicycle and pedestrian collisions involving motor vehicles, as reported in Statewide Integrated Traffic Records System (SWITRS) data:  Direction: Decrease

 Percentage of residents commuting to work in single-occupancy vehicles:  Direction: Decrease

 Annual ridership on local and regional bus lines and commuter rail lines:  Direction: Increase

 Percentage of residents living within ¼-mile of a transit stop or retail businesses:  Direction: Increase

 Percentage of total miles of City arterial streets that have bike lanes:  Direction: Increase

 Percentage of City streets with sidewalks:  Direction: Increase

 Vehicle miles traveled per capita:  Direction: Decrease

 Percentage of the City of Chino’s fleet comprised of alternative fuel vehicles:  Direction: Increase

 Miles of public trails, paths, and paseos in Chino:  Direction: Increase

 Commute mode share (percentage) that is not single-passenger vehicle:  Direction: Increase

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