215 - Compass Blueprint

Transcription

WESTERN RIVERSIDE COUNTY
NON-MOTORIZED TRANSPORTATION PLAN
Part 2 of 2
JUNE 2010
SECTION 3.0
LOCAL PEDESTRIAN PATH AND BIKEWAY PLANS
Non‐motorized plans include bikeways, recreational trails, and pedestrian walkways. At the local level, proposed and existing networks are typically identified within a jurisdiction’s Circulation Element but may be found in other sections of a General Plan. Regional plans may represent an assemblage of local plans within a defined area, focus upon broader‐based regional network such as the County of Riverside’s plan, or represent a combination of these systems. Network components may be explicitly identified through a discrete map or guidance document such as a Bike Plan or implied like a sidewalk system through street cross sections and classifications. Recreational and multi‐use trails may also be the subject of a specifically identified network. Within western Riverside County, each jurisdiction approaches non‐motorized planning differently. This section highlights key elements within each planning zone. These local networks play an important role in development of the potential regional route system presented in Section 5.0 of this Plan. The regional network compliments local plans and relies upon community connections to extend the reach of proposed routes. 3.1
Local Plan Approach
Local bikeway and trails plans are updated periodically, usually as part of a General Plan update, to reflect changing land uses, community input and funding opportunities. Routes are planned for connecting neighborhoods, schools, parks, shopping centers, employment, and other destinations within the jurisdictions. Bikeways include on‐street and off‐road paths or lanes. Pedestrian facilities include traditional sidewalks, paved paths and dirt trails. Multi‐use paths host a multitude of uses including pedestrians, bicycles, horses and golf carts, where appropriate. Design guidelines are presented in Section 6.0 of this Plan but may be modified in each jurisdiction to address specific community needs and preferences. Although the local plan may be coordinated with neighboring jurisdictions, the emphasis is usually based upon local circulations. Implementation of local paths and bikeways is often done in small sections either in conjunction with a larger project or based upon limited budget resources. Planning, design, construction, maintenance, and security of the local system is left up to the local jurisdiction or addressed through community programs such as an assessment district, homeowners association or other sources. Grant funding may be available for certain facilities. Most jurisdictions in western Riverside County have established bikeway and/or trails plans and some are being reviewed as part of General Plan updates to reflect current and anticipated changes in the their land plans, legislative changes and future opportunities. Plans developed at the local level are reflective of the community character. The City of Norco is known as “Horse Town” and their extensive trail network is devoted almost exclusively to an equestrian lifestyle. The cities of Corona and Temecula have plans devoted to recreational and pedestrian uses. The cities of Riverside and Moreno Valley have plans geared toward commuting and mobility. The plans can be found on the following pages. 3.2
Local Plan Role in Regional System Planning Process
A regional plan should complement rather than compete with local plans. Connections should be deliberate and purposeful rather than random or simply convenient. The regional network is intended to serve multiple jurisdictions over greater distances. These routes will provide direct connection to regional transportation centers, recreation facilities, and major activity centers where possible. Where direct connections are not possible along the regional route, a link with the local system can be used. The local network was reviewed extensively to help identify gaps in the system and areas that would benefit from greater trail exposure. The regional plan can be modified and implemented independently of local plans. WRCOG NON-MOTORIZED TRANSPORTATION PLAN UPDATE
Section 3.0 Local Pedestrian Path and Bikeway Plans
45
46
Figure C-4
Multi-Use Trails and Bikeways
Multi-Use Trails
Ellio t Rd
Briggs Rd
Pat Rd
Specili Rd
Judith St
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additional field work to determine the
feasibility of striping bicycle lanes. Installing
bicycle lanes on these segments may require
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adjustments to the roadway.
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Date: December 2006
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Map Produced by Moreno Valley
Geographic Information System
Geographic Information in:
State Plane NAD 83 California Zone 6 Feet
G:\ArcMap\Transportation\existing_bikeways_newtemplate
August 12, 2008
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Existing Bikeways
The information shown on this map was compiled from
the Riverside County GIS and the City of Moreno Valley
GIS. The land base and facility information on this map is
for display purposes only and should not be relied upon without
independent verification as to its accuracy. Riverside County and
City of Moreno Valley will not be held responsible for any claims,
losses or damages resulting from the use of this map.
50
SECTION 4.0 SUB REGIONAL GOALS AND STRATEGIES
All jurisdictions in western Riverside County have plans and policies in place for development of a system of routes for bicycling and walking throughout their communities. The Sub‐Regional Non‐Motorized Transportation Plan is intended to provide a framework for key routes and facilities that will ensure connections between communities, major transportation facilities, and nodes of activity. The following overarching goals and strategies relate to the purpose and long‐term implementation of this Non‐Motorized Transportation Plan. 4.1
Goals of the WRCOG Non-Motorized Transportation Plan
G‐1. Increase the range of transportation options for travel within and between western Riverside jurisdictions and neighboring counties. G‐2. Create safer travel accommodations for pedestrians and cyclists. G‐3. Establish a sub regional backbone network of routes that enhances access to and from public transportation services and major attractions. The resulting network should complement rather than conflict with local plans. Ideally, regional components will be integrated into local plans as updates occur. G‐4. Establish design classifications and typical design standards for the various corridor types that are adopted by individual WRCOG jurisdictions. G‐5. Reduce auto generated emissions while encouraging healthier lifestyles and more sustainable development patterns. G‐6. Maximize opportunities to fund bicycle and pedestrian improvements, as well as operations and maintenance costs associated with the sub regional backbone network, in cooperation with local jurisdictions. G‐7. Achieve implementation of the sub regional backbone network by 2035. G‐8. Determine an annual funding goal for Regional Backbone Network projects every year in western Riverside County, through both local and sub regional efforts. G‐9. Create a branding program for the sub regional system that distinguishes it from local‐serving routes and includes special signage and general promotion. 4.2
Strategies to Achieve the Long-Term Implementation
4.2.1 Planning the Sub Regional Backbone Network P‐1. Plan for the sub regional backbone network to provide city‐to‐city connectivity; connectivity between cities and the unincorporated County area; and connectivity between western Riverside and adjacent counties (Orange and San Bernardino counties) for broader regional connections. P‐2. Plan for the sub regional backbone network to connect to major activity areas, including civic and county facilities, hospitals, libraries, major parks and recreation areas, colleges and universities, malls and major retail centers and large employment centers. P‐3. Plan for the sub regional backbone network to connect to existing and future planned transit facilities including Metrolink stations, bus stops, major bus and/or Bus Rapid Transit (BRT) stations and future high speed rail. P‐4. Pursue opportunities to use existing natural and manmade corridors for future bicycle and pedestrian paths, including drainage channels and other utility easements, abandoned rights‐of‐way, and designated open space corridors. P‐5. Base the sub regional backbone network upon existing and planned routes to the extent feasible. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 4.0 Sub Regional Goals and Strategies 51
4.2.2 Coordination with Local Jurisdictions and Updates to the Plan C‐1. Coordinate with local jurisdictions to encourage consistency between the Non‐Motorized Transportation Plan and local General Plans. Use existing WRCOG committees as a means to review and comment on issues of mutual concern. C‐2. Future amendments to the WRCOG Non‐Motorized Transportation Plan Adoption should maintain the original intent of creating a regional backbone network of routes that can be implemented in the near term and protected in the long‐term. C‐3. Regularly monitor implementation of route segments, connections, and improvements, and update maps accordingly. C‐4. Provide updated route maps reflecting construction of facilities and improvements to local jurisdictions in GIS on an annual basis. C‐5. Coordinate with the Riverside County Transportation Commission (RCTC), Riverside Transit Agency (RTA) and Southern California Association of Governments (SCAG) to ensure that WRCOG’s Non‐Motorized Transportation Plan is integrated with the Regional Transportation Plan and consistent with sub‐regional initiatives. C‐6. Ensure that design standards and policies are consistent with FHWA and state regulations. C‐7. Work cooperatively with bicycle organizations, transportation agencies, local jurisdictions, large employers and activity centers to publicize the sub regional system; sponsor annual bicycling events such as Bike to Work Week, adult safety courses, and similar events in conjunction with other regional efforts and programs. C‐8. Coordinate with local jurisdictions to encourage consistency throughout western Riverside in addressing AB1358 (Complete Streets Act) in future updates to General Plan Circulation Element policies and standards. Such updates must address the provision of a balanced, multimodal transportation network that meets the demand of all users (including pedestrians, bicyclists, children, seniors, and public transit riders) in a manner that is tied to the context (rural, urban, and suburban). C‐9. Coordinate with local jurisdictions to establish an Adopt‐a‐Bikeway program that will supplement funding of improvements and ongoing operation and maintenance costs. C‐10. Coordinate with local jurisdictions on a consistent maintenance program for the sub regional system. 4.2.3 Establishing Design Classifications D‐1. Establish design classifications for each of the routes in the regional backbone network, based on feasibility and cost considerations. D‐2. Establish design classifications to accommodate both on‐road and off‐road facilities. D‐3. Encourage jurisdictions to adopt the design classifications to ensure that final improvements are as seamless as possible between jurisdictions. D‐4. Establish preferred or “typical” design standards for route classifications, and include standards for adequate bicycle parking/storage, sidewalk design, use and maintenance of materials for both on‐road and off‐road facilities, optional street crossing standards, and other standards related to pedestrian and bicycle safety. D‐5. Incorporate best practices into the Non‐Motorized Transportation Plan related to street network configurations that support/encourage safe and secure bicycle and pedestrian travel, and convenient access to transit facilities and major attractions. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 4.0 Sub Regional Goals and Strategies 52
4.2.4 Funding and Implementation F‐1. Prepare rough order magnitude (ROM) cost estimations for improvements necessary to complete each route and segment on the sub regional backbone network and provide estimates to local jurisdictions using generic cost factors on a per lane mile basis. F‐2. Prioritize improvements for near term implementation through a five‐year Strategic Implementation Plan (SIP) to be updated periodically by participating agencies. Priority rankings should mirror Bicycle Trust Account (BTA) and RCTC’s SB821 program guidelines to improve competitive standing. F‐3. Encourage local jurisdictions to include bicycle and pedestrian improvements in their Capital Improvement Plans (CIP), including expenses for maintenance and operations as appropriate. F‐4. Educate local jurisdictions about all bicycle and pedestrian funding sources and provide application assistance if needed. F‐5. Encourage and facilitate multi‐jurisdictional funding applications. F‐6. Advocate regional priority consideration for Non‐Motorized Regional Backbone Network improvement applications for competitive programs. F‐7. Encourage local jurisdictions to use their Measure ‘A’ Local Streets and Road funds for bicycle and pedestrian improvements along the Regional Backbone Network within their jurisdictions. F‐8. Coordinate funding of planned bicycle and pedestrian improvements to the Measure ‘A’ Regional Arterial System whenever other improvements are made to roads on the system with Measure ‘A’ funds. F‐9. Coordinate funding of planned bicycle and pedestrian improvements to the Transportation Uniform Mitigation Fee (TUMF) Regional Arterial System whenever other improvements are made to roads on the system with TUMF funds. F‐10. Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that are on the Regional Backbone Network when they widen or construct roads as part of their development projects. F‐11. Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that link to the Regional Backbone Network when they widen or construct roads and paths as part of their development projects. F‐12. Coordinate with RCTC and Metrolink to evaluate and complete, when feasible, the Regional Backbone Network projects within new or existing rail rights‐of‐way. F‐13. Coordinate with the County of Riverside Regional Park and Open Space District to acquire state and federal funds to complete bicycle and pedestrian paths that are on the Regional Backbone Network. F‐14. Coordinate with transportation departments of local jurisdictions and Caltrans to phase planned bicycle and pedestrian roadway projects on the Regional Backbone Network. F‐15. Encourage bicycle manufacturers to support or sponsor bicycle routes along the Regional Backbone Network. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 4.0 Sub Regional Goals and Strategies 53
4.3
WRCOG Nonmotorized Backbone Network Goals and Strategies Matrix
Planning the Sub Regional Backbone Network
Plan for the sub regional backbone network to provide city‐to‐city connectivity; connectivity between cities and the P-1 unincorporated County area; and connectivity between western Riverside and adjacent counties (Orange and San Bernardino counties) for broader regional connections. Plan for the sub regional backbone network to connect to major activity areas, including civic and county facilities, P-2 hospitals, libraries, major parks and recreation areas, colleges and universities, malls and major retail centers and large employment centers.
Plan for the sub regional backbone network to connect to existing and future planned transit facilities, including P-3
Metrolink stations, bus stops, major bus and/or Bus Rapid Transit (BRT) stations and future high speed rail.
P-4
Pursue opportunities to use existing natural and manmade corridors for future bicycle and pedestrian paths, including drainage channels and other utility easements, abandoned rights‐of‐way, and designated open space corridors. P-5
Base the sub regional backbone network upon existing and planned routes to the extent feasible. 9
9
9
9
9
9
9
9
Future amendments to the WRCOG Non‐Motorized Transportation Plan Adoption should maintain the original intent of creating a backbone network of routes that can be implemented in the near term and protected in the long‐term.
9
C-4
C-5
C-6
C-7
C-8
C-9
Regularly monitor implementation of route segments, connections, and improvements, and update maps accordingly.
9
D-4
D-5
9
F-5
Goal 9
Goal 8
Goal 7
9
9
9
9
9
9
9
9
9
9
9
9
9
9
Establish preferred or “typical” design standards for route classifications, and include standards for adequate bicycle parking/storage, sidewalk design, use and maintenance of materials for both on‐road and off‐road facilities, optional street crossing standards, and other standards related to pedestrian and bicycle safety.
Incorporate best practices into the Non‐Motorized Transportation Plan related to street network configurations that support/encourage safe and secure bicycle and pedestrian travel, and convenient access to transit facilities and major attractions.
9
9
9
9
9
9
9
9
9
9
9
9
9
Educate local jurisdictions about all bicycle and pedestrian funding sources and provide application assistance if needed. 9
54
9
9
9
9
Establish design classifications to accommodate both on‐road and off‐road facilities.
Encourage jurisdictions to adopt the design classifications to ensure that final improvements are as seamless as possible between jurisdictions.
Encourage and facilitate multi‐jurisdictional funding applications.
9
9
Funding and Implementation
Prepare rough order magnitude (ROM) cost estimations for improvements necessary to complete each route and F-1
segment on the sub regional backbone network and provide estimates to local jurisdictions.
Prioritize improvements for near term implementation through a five‐year Strategic Implementation Plan (SIP) to be F-2 updated periodically by participating agencies. Priority rankings should mirror Bicycle Transportation Account (BTA) and RCTC’s SB 821 program guidelines to improve competitive standing.
Encourage local jurisdictions to include bicycle and pedestrian improvements in their Capital Improvement Plans (CIP), F-3 including expenses for maintenance and operations as appropriate.
F-4
9
9
Establishing Design Classifications
Establish design classifications for each of the routes in the regional backbone network, based on feasibility and cost D-1
considerations. D-3
9
9
C-10 Coordinate with local jurisdictions on a consistent maintenance program for the sub regional system. D-2
9
9
Provide updated route maps reflecting construction of facilities and improvements to local jurisdictions in GIS on an annual basis. Coordinate with the Riverside County Transportation Commission (RCTC), Riverside Transit Agency (RTA) and Southern California Association of Governments (SCAG) to ensure that WRCOG’s Non‐Motorized Transportation Plan is integrated with the Regional Transportation Plan and consistent with sub‐regional initiatives.
Ensure that design standards and policies are consistent with FHWA and state regulations. Work cooperatively with bicycle organizations, transportation agencies, local jurisdictions, large employers and activity centers to publicize the sub regional system; sponsor annual bicycling events such as Bike to Work Week, adult safety courses, and similar events in conjunction with other regional efforts and programs. Coordinate with local jurisdictions to encourage consistency throughout western Riverside in addressing AB1358 (Complete Streets Act) in future updates to General Plan Circulation Element policies and standards. Such updates must address the provision of a balanced, multimodal transportation network that meets the demand of all users (including pedestrians, bicyclists, children, seniors, and public transit riders) in a manner that is tied to the context (rural, urban, and suburban).
Coordinate with local jurisdictions to establish an Adopt‐a‐Bikeway program that will supplement funding of improvements and ongoing operation and maintenance costs.
Goal 6
9
9
C-3
Goal 5
9
Coordination with Local Jursidictions and Updates of the Plan
Coordinate with local jurisdictions to encourage consistency between the Non‐Motorized Transportation Plan and local C-1 General Plans. Use existing WRCOG committees as a means to review and comment on issues of mutual concern.
C-2
Goal 4
Goal 3
POLICIES
Goal 2
Goal 1
Plan Implementation
Plan Goals
9
9
9
9
9
9
Goal 7
Goal 8
9
9
9
9
9
F-6
Advocate regional priority consideration for Non‐Motorized Backbone Network improvement applications for competitive programs.
F-7
Encourage local jurisdictions to use their Measure A Local Streets and Road funds for bicycle and pedestrian improvements along the Regional Backbone Network within their jurisdictions. F-8
Coordinate funding of planned bicycle and pedestrian improvements to the Measure A Regional Arterial System whenever other improvements are made to roads on the system with Measure A funds. 9
9
F-9
Coordinate funding of planned bicycle and pedestrian improvements to the Transportation Uniform Mitigation Fee (TUMF) Regional Arterial System whenever other improvements are made to roads on the system with TUMF funds. 9
9
F-10
Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that are on the Regional Backbone Network when they widen or construct roads as part of their development projects.
Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that link to F-11 the Regional Backbone Network when they widen or construct roads and paths as part of their development projects. F-12
Coordinate with RCTC and Metrolink to evaluate and complete, when feasible, the Regional Backbone Network projects within new or existing rail rights‐of‐way and station facilities.
9
9
9
9
9
9
9
9
9
9
9
Coordinate with the County of Riverside Regional Park and Open Space District to acquire state and federal funds to F-13 complete bicycle and pedestrian paths that are on the Regional Backbone Network.
9
9
9
Coordinate with transportation departments of local jurisdictions and Caltrans to phase planned bicycle and pedestrian F-14 roadway projects on the Regional Backbone Network.
9
9
9
55
Goal 9
Goal 6
Goal 5
Goal 4
Goal 3
POLICIES
Goal 2
Goal 1
Plan Implementation
Plan Goals
This Page Intentionally Left Blank
56
SECTION 5.0
PROPOSED NON-MOTORIZED SYSTEM
The Western Riverside Non‐Motorized Transportation Plan includes a network of 28 distinct regional routes spanning more than 440 miles. This network represents potential Class I (off road), Class II (on‐road striped and signage) and Class III (on‐road, signage only) routes that interconnect the six Western Riverside zones and the local jurisdictions within each zone and provide access to five Metrolink stations, planned transit centers, an extensive local system, and key activity centers throughout the sub‐region. In addition, connections to neighboring County systems are anticipated. A summary of these routes is shown in the table below. The overall network configuration is presented in Exhibit 5.0.1. The network’s inter‐zonal and inter‐jurisdictional connections are illustrated in exhibits 5.0.2 – 5.0.7. Table 5‐1 Route 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Proposed Routes Name Santa Ana River Cucamonga Creek – Mission 91 Corridor – Magnolia Van Buren – Washington 15 Corridor – Temescal Canyon El Sobrante – Lake Perris Hidden Valley – La Sierra Arlington – Alessandro Fairmount – Iris San Jacinto River – Bautista Creek Iris – Redlands Alessandro – Davis San Timoteo – Interstate 10 Pass Area San Jacinto – Diamond Valley Salt Creek – Domenigoni Lake Elsinore – Murrieta/Temecula Creek Nichols – Perris Boulevard San Diego Canal – Eastern Bypass Bundy Canyon – Scott Murrieta Creek – French Valley Three Creeks Gibbel – Fairview 215 South Corridor Case – Leon Lasselle – Perris Valley Channel Bryant – Singleton Oak Valley – San Jacinto River Rainbow Canyon – Interstate 15 Frontage Classification Class I Class I/II Class I/II Class I/II Class II/III
Class I/II/III
ClassI/II
Class II
Class II/III
Class I/II
Class II
Class I/II
Class I/II
Class I/II
Class I/II
Class I/II
Class I/II
Class I/II
Class II
Class II
Class I/II
Class I/II
Class I/II
Class II
Class I/II
Class II
Class I
Class II
Zone Northwest Northwest Northwest Northwest Northwest Northwest/Central Northwest Northwest Northwest/Central Central/SJ‐Hemet Central/Pass Central/SJ‐Hemet Pass SJ‐Hemet SW/Central/SJ‐Hemet Southwest Southwest/Central SJ‐Hemet/Southwest SW/Central Southwest SW/Central/SJ‐Hemet SJ‐Hemet Southwest/Central Central Central Pass Pass/Central/SJ‐Hemet Southwest Length (mi.) 28.0 15.2 20.8 20.3 20.3 21.9 8.5 20.0 15.5 28.5 12.1 7.0 31.3 11.5 23.7 31.1 18.1 17.5 12.7 9.9 6.5 7.8 14.0 15.9 7.9 3.9 9.8 3.3 Key elements of each proposed route are described in the following sections. These routes may be reviewed from time to time and precise alignments and configuration is expected to be determined through focused planning and engineering efforts prior to implementation. Class I paths are proposed as multi‐use trails. NEVs may be operated on certain Class I trails and Class II lanes subject to right of way availability and legislative approval. Initial candidate NEV facilities are noted in the “Profile” description of each route. Implementation issues and rough order magnitude (ROM) estimated costs are provided for each route. ROM cost assumptions are included in Appendix C. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 57
58
Exhibit 5.0.1
WRCOG NON-MOTORIZED TRANSPORTATION NETWORK
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Non-Motorized Transportation Network Classifications
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74
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5.1
Route 1: Santa Ana River Trail
Zone Northwest Segments 4.
Extends from Green River Golf Course SR‐71/Prado Dam crossing Corona Airport/Santa Ana River flood zone River Road bridge crossing to north side of Santa Ana River to Hamner Includes alignment alternative without north side (shown as 1A on the NMTP Network Exhibit) Profile Suitable for Class I gap closure between Orange County and San Bernardino County Approximately 28 miles serving Corona, Norco, Riverside, and unincorporated area Located in N Access to several established open space and park land uses Unimproved area will have flood control and environmental issues to address Status Eastern portion is “complete” with 12.5 miles of existing Class I bikeway beginning at Hidden Valley Reserve. Balance of route is mostly unimproved with minor segments on dirt paths or existing streets. ROM Construction Cost Estimate $16.7 million to $17.2 million Issues Flood control and open space areas, Prado Dam, and freeway undercrossings Strategies for Implementation Use environmental and design work prepared as part of ongoing regional project Key Connections Connects Routes 2, 3, 4, 5, 7, and 24 West Corona Metrolink Station Pedley Metrolink Station (one mile via Route 4) Downtown Riverside transit station (one mile via Mission or University) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 67
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5.2
Route 2: Cucamonga Creek–Mission
Zone Northwest Segments Cucamonga Creek Bellegrave Channel Bellgrave Mission Profile Suitable for Class I/II route Approximately 15.2 miles serving the communities of Eastvale, Jurupa, Pedley, and Rubidoux in unincorporated Riverside County Suitable for Class I/II route Status Existing streets with segments on existing storm channels and one‐half mile unimproved portion of Bellegrave ROM Construction Cost Estimate $2.1 million Issues Access to flood control facilities Strategies for Implementation Consider share use of maintenance roads along storm channels Key Connections Connects Routes 1 and 4 Pedley Metrolink Station (2.6 miles via Route 4) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 69
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CORRIDOR 2 - CUCAMONGA - CREEK - MISSION
Reference Corridor
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5.3 Route 3: SR-91 Corridor - Magnolia
Zone Northwest Segments BNSF/Metrolink (Auto Center to Radio) I‐15 to Van Buren along river Van Buren to Mission along river Mission to SB County line storm channel Includes alternative alignment on Sixth Street (shown as 3A on the NMTP Network Exhibit) Profile Suitable for Class I/II route Portions follow active rail line Approximately 20.8 miles serving the cities of Corona and Riverside Potential NEV route Status Majority of route is on existing streets ROM Construction Cost Estimate $795,000 – $2.3 million Issues Rail ROW access and safety Strategies for Implementation Consider Railroad Street or 6th Street as alternative to rail alignment Key Connections Connects Routes 1, 4, 5, 7, 8, and 9 West Corona Metrolink North Main Transportation Center (Bus, Metrolink) La Sierra Metrolink Station (one‐half mile via Route 7) Downtown Riverside bus depot Downtown Riverside Metrolink Station (3/4 miles on 14th or University) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 71
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TISO
58TH ST
ST
LVD
EN B
BU R
VAN
58TH ST
DANCY
ST
N
ST
AVE
AVE
GR
LLE
PROPOSED PARK BE
48TH ST
56TH ST
MISSION BLVD
EL
W
JE
ILL AVE
AMBERH
UN
IO
BAIN ST
HARREL ST
BYRNE RD
Miles
HARREL ST
BL
VD
²
2
RU
BI
DO
UX
1
PALM AVE
0.5
AV
AL
0
LA
CE
CORRIDOR 3 - SR 91 CORRIDOR - MAGNOLIA
Reference Corridor
5.4
Route 4: Van Buren – Washington
Zone Northwest Segments Mission Blvd to SR‐60 Van Buren to Washington Washington/Harley John to Cajalco Profile Suitable for Class I/II route Portions parallel active rail line Approximately 20.3 miles serving Riverside and unincorporated area of Jurupa and Lake Mathews Southern third of route is in hilly area Potential NEV route Status Route is on existing streets with an alternative along an active rail line ROM Construction Cost Estimate $1.6 million Issues Rail ROW access and safety Strategies for Implementation Study initially looked at potential alignment along rail ROW; can be explored further. Key Connections Connects Routes 1, 2, 3, 6, and 8 Pedley Metrolink Station La Sierra Metrolink (via Routes 3 and 7) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 73
0
CORRIDOR 4 - VAN BUREN - MOCKINGBIRD
NON-MOTORIZED TRANSPORTATION
PLAN NETWORK
ST
MAIN ST
OR
AN
GE
ST
MU
LB
ER
RY
ST
ARDMORE ST
NO
RAN
GE
N MAIN ST
ON
S
T
KANSAS AVE
T
MA
RK
ET
S
DURAN
GO R
D
FARG
O RD
RD
DE G
RAZIA
AV
E
CHICAGO AVE
OTTAWA AVE
KANSAS AVE
SEDGEWICK AVE
HIGH ST
VIN
E
ST
PA
RK
AV
E
DR
OVER
LOOK
P
D
KWY
ST
BRADLEY ST
CECIL AVE
CORSICA AVE
HIGHRIDGE ST
T RD
GOA
RANCHO RD
IRIS AVE
SAGE AVE
VAN BUREN BLVD
KRAMERIA AVE
GAMBLE AVE
CH
APA
RR
AL
RD
SUNSET RIDGE RD
MARIPOSA AVE
NANDINA AVE
EL SOBRANTE RD
MARKHAM ST
E RD
TRE
OWL
RD
HN
JO
SMITH RD
GREELEY RD
AVE
BE
NN
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PLACENTIA ST
RD
ST
RIDER ST
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74
A
IT
EL
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VIL
GA
ST
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RD
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RD
CO
ARCHER RD
LUCHS RD
ST
FARLEY AVE
RD
A
DI
CA
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June 2010
AL
CAJ
RD
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LAKE MATHEWS
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RD
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ST
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BR
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AV
E
RIVERSIDE AVE
LE
NO
X
CLAY ST
LA
RU
ES
T
PHOENIX AVE
ST
JEFFERSON ST
HARRISON ST
STREETER AVE
NEIL ST FREMONT ST
ADAM
ESSEX ST
S ST
CREST AVE
JONES AV
E
ACORN ST
FO
X
PIERCE ST
C
AN
AL MON
TAN
ST
AA
VE
RU
BI
DO
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AVA
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VD
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RD
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VE
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L ST
PAC
IFIC
AVE
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PINNACLE ST
GO
LF
ST
PEDLEY RD
FAGAN RD
HUDSON ST
SOTO AVE
PYRITE ST
TYROLITE ST
AGATE ST
VERNON AVE
KENNETH ST
FELSPAR ST
GLEN ST
CAMPBELL ST
LINDSAY ST
ST
OR
IO
N
COMPTON AVE
CALIFORNIA AVE
RIVERSIDE
MU
IRF
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RD
AV MI
E
E
AV
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HOWE ST
STATE ST
E RD
OLD BRIDG
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NY
CA
ST
MITCHELL AVE
STOVER AVE
NORWOOD AVE
PEDLEY AVE
CALIFORNIA AVE
CORONA AVE
TEMESCAL AVE
CENTER AVE
HILLSIDE AVE
VALLEY VIEW AVE
ACACIA AVE
SIERRA AVE
AV
E
D
BIR
AV
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ST
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AV
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RD
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RD
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10TH ST
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NA
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AN
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LIN
AV
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215
Riverside Downtown
CENTRAL AVE
SIERRA AVE
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SS
EL
LS
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ST
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MOUNT RUBIDOUX PARK
DEWEY AVE DEWEY AVE
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AV
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FU
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AV
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ST
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AV
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POPPY ST
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ST
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AV
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Corona Transit Center
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AV
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AVE
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AV
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ST
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BR
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FIFTH ST
FOURTH ST
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63RD ST
LA 63RD AV
E
64TH ST
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AV
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TA
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GILBERT AVE
BEACH ST
61ST ST
LIMONITE AVE
68TH ST
RIVERTRAILS PARK
ST
ST
E
AV
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66TH ST
HO
ST
RIVERTRAILS PARK
EN
CA
NT
O
CEDAR ST
STEVE AVE
ASH ST
BAIN ST
MARLATT ST
MARTIN ST
TROTH ST
AVE
LUC
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IA
AURORA AVE
WINEVILLE AVE
15
ETIWANDA AVE
MANN AVE
RIDGEVIEW AVE
HAMNER AVE
§
¦
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56TH ST
UP
IRR
ST
60TH ST
54TH ST
60
SA
AN
RD
65TH
63RD ST
52ND ST
53RD ST
LE
ITT
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64TH
RD
UPA
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50TH ST
56TH ST
58TH ST
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|
·
M
E
RIC
65TH ST
L AVE
MOONRIVER ST
WELLS SPRINGS ST
IL
AMBERH
58TH ST
A
HAM
AVE
48TH ST
MISSION BLVD
PINTO ST
E
RAV
LEG
BEL
E
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DODD ST
PROPOSED PARK
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IO
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VD
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24
TH
ST
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L
PALM AVE
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RD
VA
N
ST
HARREL ST HARREL ST
BEN NEVIS BLVD
TH
37
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E
AVON ST
SHARP ST
ND A
V
CANAL ST
E
AV
ISLA
IBERIA ST
EL RIVINO RD
N
W
BL
VD
PATTON RD
O
BR
HOPKINS ST
N
NE ST
MI
SS
IO
2
Miles
VE
AA
RR
SIE
VI
GRAPE
INLAND AVE
1
Reference Corridor
²
PHILADELPHIA AVE
0.5
5.5
Route 5: I-15 Corridor – Temescal Canyon
Zone Northwest Segments River Road Main Street Ontario/Temescal Canyon Profile Suitable for Class II/III route Approximately 20.3 miles serving cites of Corona and Norco and unincorporated area of El Cerrito and Temescal Valley Potential NEW route Status Route is on existing streets ROM Construction Cost Estimate $1.2 million Issues River Road bridge width Truck traffic on Temescal Canyon Road Strategies for Implementation Consider Class I potential along Temescal Wash Key Connections Connects Routes 1, 3, 6, 16, and 17 Downtown Corona Transportation Center (Bus, Metrolink) Future transit linkage at Cajalco, Temescal Valley, and Lake Street WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 75
0
COMPTON AVE
RD
DE G
RAZIA
AV
E
LS
W
EL
HARRISON ST
AV
E
CORSICA AVE
ST
FO
X
LE
NO
X
CREST AVE
JONES AV
E
AVE
MINIE
R
PIERCE ST
JEFFERSON ST
CK
IN
G
BI
RD
CA
NY
O
N
RD
EL SOBRANTE RD
LAKE MATHEWS
RD
EM
ST
D
ER
AB
KN
D
ICK R
WEIR
W
LA
WILD ONION RD
RI RD
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RD
STAGELINE ST
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HCL
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ROFT
RD
RD
ST
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PK
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15
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RD
LAKE ST
CRILLY RD
RD
ST
DE
PA
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MOU
NTA
IN
LAKE ELSINORE
76
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LN
ST
NEBRASKA ST
RALPH RD
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AS
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T
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CH
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June 2010
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IDALEONA RD
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A
IT
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RD
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RD
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DOLBEER ST
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AL
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ST
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BE
NN
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AVE
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LOUNSBERRY RD
AV
E
ARCHER RD
LUCHS RD
CALIFORNIA AVE
E
AV
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NELSON ST
M
O
SUNSET RIDGE RD
ST
LESTER AVE
FAITH ST
VAN BUREN BLVD
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A
DI
CA
AR
GILBERT AVE
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TA
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RD
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GARRETSON AVE
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RD
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LB
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PEDLEY AVE
CORONA AVE
TEMESCAL AVE
HILLSIDE AVE
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HAMNER
AVE
VICTOR
IA AVE
JOY ST
DANA ST
BUENA
VISTA AV
E
VICENT
IA AVE
TAYLOR
AVE
BELLE AV
E
MAIN ST
FARLEY AVE
T
CO
TA
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MASTE
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TR
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ST
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TAB
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ST
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SIXTH ST
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TENTH
ST
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TOPAZ ST
D
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FO RL ST
BURR ST
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ST
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CITRON ST
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AV
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POMONA RD
6TH ST
K
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AV
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LA
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AV
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DG
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RD
RK
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PA
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AV
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SECOND ST
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HT
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CR
²
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PO
RD RD
AR TA
M ANI
L
DE NTA
SA
G
R
AN
AD
A
FOURTH ST
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Reference Corridor
ST
RD
EN
LE
LE
CA
EI
S
RD
ME IDI
H
ST ST
IR
OE
NR ELA
B
MO
PRADO BASIN PARK
AVE
LAKE NORCONIAN
0.5
Miles
VE
NA
LE
AL
CH
VE
ST T A
AVE
BLE
SON
ES
LIN
NO
CR TOM
FIFTH ST
NORCO
R
LL
CAMPBE
LL
NE
SH
BU
VE
AVE
MITCHELL
RI
EAST ST
E
E
NA
S AV
RES
CYP
E
SA
AA
NT
6TH ST
AV
RRA
RD
DETROIT ST
7TH ST
EN AV
GOLD
A
A
DE
RIVERTRAILS PARK
RIVERTRAILS PARK
T
NS
OR
RB
IE
LA S
ARCHIBALD AVE
CORRIDOR 5
I 15 CORRIDOR - TEMESCAL CANYON
PLAN NETWORK
5.6
Route 6: El Sobrante - Lake Perris
Zones Northwest and Central Segments •
Eagle Valley •
La Sierra/El Sobrante •
Cajalco/Ramona Expressway Profile •
Suitable for Class I/II/III route •
Approximately 21.9 miles serving cites of Corona and Perris and unincorporated area of Eagle Valley/Lake Mathews, Mead Valley, and Woodcrest •
Cajalco is a high‐speed arterial Status 25 percent of route (western portion) is unimproved in mountainous area with 600‐foot elevation change over five miles. Balance of route is on existing streets with higher average speeds. ROM Construction Cost Estimate $12.2 million Issues •
Eagle Valley environmental and development approvals •
Vehicle speeds / safety on Cajalco •
Initial draft assumed Rider Street rather than Cajalco but was moved due to environmental and development challenges Strategies for Implementation •
Consider Old Elsinore Road with connection into Perris south of Motte Rimrock Reserve near Nuevo or north via Wood to Nandina/Harley Knox. Key Connections •
Connects Routes 4, 5, 7, 17, and 25 •
Potential transit linkage at Cajalco, I‐215/Ramona Expressway WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 77
PERRIS BLVD
NASON ST
MORRISON ST
ST
K
SPIR
IT
RD
ABEDUL ST
KITCHING ST
CENTER ST
JOHNSON AVE
JOHNSON AVE
EVANS RD
ORANGE AVE
MORAGA AVE
F ST
G ST
Perris Transit Center
6TH ST
7TH ST
F ST
JOHNS RD
C ST
B ST
WEBSTER AVE
7TH ST
NUEVO RD
BOWEN RD
MILDRED ST MILDRED ST
METZ RD
JARVIS ST
EVANS ST DALE ST EVANS ST
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THIRD ST
PARK AVE
A ST
B ST
C ST
DIANA ST
METZ RD
PERRIS
MIDWAY ST
CA
SE
MALBERT ST
RD
SAN JACINTO RIVER
BRADLEY RD
EL NIDO AVE
MURRIETA RD
PLACENTIA AVE
CHANT ST
WILSON AVE
INDIAN ST
RANCH ST
CORRAL ST
RIDER ST
PARULA ST
MURRIETA RD
MARIE ST
ELLIS AVE
FLORAL AVE
CYPRESS AVE
TERRACE AVE
SINCLAIR ST
TAHOE ST
RIVER RD
FISHER ST
BARRETT AVE
PATTERSON AVE
TOBACCO RD
DECKER RD
DEPRAD ST
COX ST COX ST
ZELMA RD
BRENNAN AVE
WEBSTER AVE
SEATON AVE
ANDERSON RD
CARROLL ST
DAY ST
GARZA RD
METZ RD
LOPEZ ST
THEDA ST
POST RD
GARDENIAS ST
SAN JACINTO AVE
LOPEZ ST
MUNDO AVE
MARSHALL ST
TONEY ST
HENSLER AVE
OLD RD
GILMER RD
REISS RD
PIEDRAS RD
RD
EL NIDO
RD
STEPHANIE ST
OLIVE ST
OLIVE ST
SA M
INE
BOTAN ST
GLORIOSA AVE
MORGAN ST
WHIRLAWAY ST
ARNOLD AVE
LEMON AVE
AVOCADO AVE
CITRUS AVE
NUEVO RD
CALLOWAY ST
CARLITA ST
SAN
TA R
O
EL MINERAL RD
HEACOCK ST
DECKER RD
CLARK ST
HAINES ST
LEE RD
CLARK ST
BROWN ST
ALEXANDER ST
BARTON ST
RD
SA
LT
ER
JUNIPER RD
GOLD VALLEY RD
OLIVE ST
OAK ST
ZENO ST
MARIE RD
FARMERS FAIRGROUNDS
DAWES ST
MORGAN ST
WALNUT ST
RD
PLEASANT VALLEY RD
EUPHEMIA RD
ANN RD
RAMONA EXPY
MILLER ST
MORRIS ST
WATER ST
MICHAEL RD
BLUE SKY RD
HIDDEN VALLEY RD
FOX RD
NIRO RD
ROCKY GLEN RD
FOX C
ROFT
RD
ORANGE AVE
RIDER ST
WALNUT ST
LA VINA BLVD
RD
GE
NTA
RO
EF
F
UF
BL
GREENFIELD ST
ST
ER
PL
UM
M
BARTON ST
PARSONS RD
COLE AVE
HA ST
MALK
O
HAWKHILL AVE
UNA ST
DANT ST
COLE AVE
TAFT ST
BIRCH ST
CEDAR ST
WOOD RD
BARTON ST
UNA ST
BARNES RD
MACK ST
CHURCH ST
PERRY ST
E
Y
CK
RO
RD
BATTON ST
DAUCHY AVE
CECIL AVE
GAMBLE AVE
GAMBLE AVE
SMITH RD
GUSTIN RD
CR
OP
RD
GREELEY RD
FARLEY AVE
CAJALCO RD
ELMWOOD ST
OAKWOOD ST
PINEWOOD ST
RIDER ST
NANCE ST
MARKHAM ST
CAJALCO RD
AVE
SU
NR
OS
ES
T
VERTA ST
KINNEY ST
JO
VA
NA
ST
RD
MURAL ST
PERRY ST
AV
IEW
VALV
NO
BE
RID
ER
ARIZONA ST
VILL
HAR
RD
June 2010
HICKS ST
CALIFORNIA ST
RD
N
SO
WILD ONION RD
BENSON ST
Y
PKW
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TRIL
STAGELINE ST
MARTIN ST
SOUDER ST
GLOBE ST
A
OH
AL
W
LA
T
CA S
A MA
CUY
T
IN S
MARIPOSA AVE
OLEANDER AVE
BAILLY ST
BRYON ST
SUPERIOR AVE
NANDINA AVE
BURCH ST
MARY ST
RD
T
MAR
RIDER ST
GAVILAN RD
D
ER
AB
KN
IDALEONA RD
YO
AN
EC
ON
ST
C AVE
COSTELLO AVE
SAGE ST
BONHAM ST
MARISOL RD
15
D
NR
NANDINA AVE
HAWTHORNE AVE
KUDER AVE
CORSON AVE
WARREN RD
GASTON RD
PLACENTIA ST
RD
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ST
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ST
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WE
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LUCHS RD
RD
RD
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PA
CA
TO
RD
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HN
JO
N
RD
RD
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Y
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NY
CA
A
MARKHAM ST
L
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RL
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L
CA
ES
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M
D
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ALC
CAJ
WARREN RD
ALDER ST
RD
78
SCOTTSDALE RD
LAKE MATHEWS
MORENO VALLEY
FITZ ST
THOMAS AVE
APTOS ST
E RD
FOX GLEN RD
RD
OR RD
CANTAD
CASA EN
GENTIAN AVE
FAY AVE
LA KE PE
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M
TE
A
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NN
MI
PORTER AVE
MARKHAM ST
ORANGE TERRACE PKWY
IRIS AVE
ROOSEVELT ST
EL SOBRANTE RD
BERT RD
MARIPOSA AVE
GRANITE AVE
DALLAS AVE
NEWMAN AVE
LOG HILL RD
KING AVE
BIRCH HILL RD
ON
NY
CA
MCALLISTER ST
D
IR
GB
IN
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MO
CH
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RR
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RD
SUNSET RIDGE RD
ST
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AV
ST
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AL
RD
ME
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KRAMERIA AVE
RD
BRANA
T
SAGE AVE
VAN BUREN BLVD
CACTUS AVE
DELPHINIUM AVE
Y
KW
IRIS AVE
BRODIAEA AVE
CACTUS AVE
P
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ST
T RD
GOA
OLD FARM ST TIMO ST
ALESSANDRO BLVD
I
RID
ME
ROBERTS RD
KROSS RD
PRAED ST
LA SIERRA AVE
RIVERSIDE
CACTUS AVE
CACTUS AVE
COLE AVE
HIGHRIDGE ST
FOUR WINDS RD
CORONA
DAY ST
CACTUS AVE
D
IN R
ST
HN
JO
E
AV CALIIF CITRUS STATE HIST PARK
MOSS RD
BRADLEY ST
CORSICA AVE
E
AV
BERRY RD
RANCHO RD
ST
FO
X
ST
RS
IN
ER
FF
DU
EL
IA
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VI
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AV
D
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AS
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BR
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ST
E
AV
NA
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CL
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AV
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PIK
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ST
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ST
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ST
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VI
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MU
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AV
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AV
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ST
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MP
NA
R
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E
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91
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AV
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AV
A
CH
BU
E
AV
DE
NA
ME
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PR
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VE
SC
TA
ET
LL
CO
PIERCE ST
FRIESIAN ST
NORCO
ST
S
NE
JO
INE
CARM
HOLE
AVE
NASON ST
Miles
E
AV
LASSELLE ST
²
2
HEACOCK ST
1
GRAHAM ST
0.5
FREDERICK ST
0
JOY ST
CORRIDOR 6 - EL SOBRANTE - LAKE PERRIS
Reference Corridor
5.7
Route 7: Hidden Valley – La Sierra
Zone Northwest Segments •
Arlington •
La Sierra Profile •
Suitable for Class I/II route •
Approximately 8.5 miles serving Riverside •
Potential NEV route Status Route is on existing streets with north connection to existing Class I trail ROM Construction Cost Estimate $450,000 Issues •
La Sierra recently widened south of Victoria with minimal available ROW Strategies for Implementation •
TBD Key Connections •
Connects Routes 1, 3, 6, and 8 •
La Sierra Metrolink Station WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 79
NOTTINGHAM RD
QUINCE ST
ANNA ST
DURAN
GO R
D
RIVERSIDE AVE
RD
DE G
RAZIA
GOLDEN STAR AVE
WHITEGATE AVE
RICC
A ST
MCMAHON ST
PHOENIX AVE
DE ANZA AVE
ESSEX ST
FREMONT ST
NEIL ST
MURRAY ST
WEAVER ST
NA
VE
AV
E
LIN
CO
L
FL
OR
ES
RD
ALBARIAN ST
UR
RANCHO RD
C
AM
WILDERNESS AVE
ACORN ST
HARRISON ST
AV
E
HEDRICH AVE
L
BU
SH
N
EL
LAKE ST
R
D
EL
O
AV
E
T
LA
S
CORSICA AVE
E ST
RUTLAND AVE
CHADBO
URNE AV
E
LS
ST
OR
IO
N
SINCLAIR
AVE
RO
BIN
SO
NA
VE
LEW
IS A
CREST AVE
VE
MITCHELL AVE
CALIFORNIA AVE
PEDLEY AVE
RD
SHE
NAN
DOA
H
JEFFERSON ST
SP
VAN BUREN BLVD
KRAMERIA AVE
SUNSET RIDGE RD
RD
MARIPOSA AVE
RR
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AV
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RO
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JOY ST
E
BELLE AV
MAIN ST
DANA ST
ST
TEMESCAL AVE
CORONA AVE
MOUNTAIN AVE
T
CO
TA
S
ST
MERRILL
E
BELLE AV
E
TAYLOR
AV
FOUR WINDS RD
NANDINA AVE
EL SOBRANTE RD
RD
COTA
AVE
STOVER AVE
HILLSIDE AVE
CENTER AVE
TEMESCAL AVE
VALLEY VIEW AVE
CORONA AVE
SIERRA AVE
VA
L
LE
Y
VI
EW
AV
E
CLARK AVE
HAMNER
AVE
WESTERN AVE
COTA ST
VICENT
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HARRIS
AVE
AVE
BUENA
VISTA
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W
EL
SUMNER AVE
HARRISON AVE
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JURUPA AVE
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DEWEY AVE
E
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SC
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RD
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HI
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GR
MOUNTAIN VIEW AVE
MONTICE
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LL
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AVE
N
NA
ST
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BR
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N
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91
ST
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ST
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AV
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LO
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AR
ST
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RD
FO
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CITRON
ST
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M
EL
KENDAL
SIXTH ST
VD
BL PIERCE ST
RN
BO
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SH
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BURR ST
ST
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BRAN
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ST
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SEVENT
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NINTH ST
SAM
T
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GR
ST
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£
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S
AH
LIL
DE
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PI
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FIFTH ST
North Main Corona
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AV
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NA
ME
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K
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ST
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TA
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ST
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SECOND ST
AV
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FOURTH ST
VE
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ST
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BR
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RI
NC
O
N
MP
CA
FRONTIER RD
NE
VI
80
W
EAST ST
5TH ST FIFTH ST
DE
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PRADO BASIN PARK
FIFTH ST
VE
OA
SER
PAS
RD
6TH ST
CYPRESS AVE
TREY AVE
²
LE
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ALHAMBRA ST
GOULD ST
Y ST
MONTGOMER
ST
EN
RR
WA
A
TA
ER
E
STOVER AV
N
SA
IV
E
BRUCE AV
ST
HAROLD
DETROIT ST
R
NA
7TH ST
RANDOL
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E
AV
T
NS
OR
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A
ALH
A
DE
7TH ST
VE
AA
AVE
RR
ERN
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LA
E
A AV
MBR
DELLBROOK ST
ALABAMA ST
ST
RD
EIGHTH ST
RIVERTRAILS PARK
CHANDLER ST
2
AVE
RIVERTRAILS PARK
ST
WE
CITRUS ST
E
AV
HALL AVE
A ST
EY
HALL AVE
ORANGE ST
SL
N
AI
A
ON
TA
RIO
LE
ITT
OL
DO
RD
ITH RIVER
1
LO
AY
G
SM
SCHLEISMAN RD
0.5
Miles
KAYAK ST
PIK
E
FLORENCE ST
§
¨
¦
RIMMON RD
STARFLOWER ST
0
STREETER AVE
CORRIDOR 7 - HIDDEN VALLEY - LA SIERRA
Reference Corridor
LAKE MATHEWS
L
EAG
E PE
D
AK R
MARKHAM ST
OWL TR
EE
RD
5.8
Route 8: Arlington - Alessandro
Zone Northwest Segments •
Arlington •
Alessandro Profile •
Approximately 20 miles serving Riverside and Moreno Valley •
Western portion: high traffic, low speed •
Eastern portion: low traffic high speed •
Potential NEV route Status Route is on existing streets ROM Construction Cost Estimate $191,000
Issues •
Tight ROW at SR‐91 undercrossing Strategies for Implementation •
Future transit linkage at Alessandro/I‐215 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 81
²
2
STEWART RD
PETTIT ST
RD
LA VINA BLVD
CENTER ST
NANCE ST
LAKE PERRIS
FARMERS FAIRGROUNDS
SHUBERT ST
QUINCY ST
LASSELLE ST
KITCHING ST
OLIVER ST
OLIVER ST
NASON ST
ST
SPIR
IT
AGAVE ST
RIO BRAVO RD
ABEDUL ST
KITCHING ST
E
GL
EA
T
AS
OLEANDER AVE
INDIAN ST
HARVILL AVE
E
ERRE AV
BELLET
S
RIA
HA
ZA
ENGLEWOOD ST
GLOBE ST
MARKHAM ST
FIR AVE
KOS
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D
BETHANY RD
NASON ST
MORRISON ST
FOREMAN AVE
PERRIS BLVD
HEACOCK ST
HEACOCK ST
KRAMERIA AVE
SUPERIOR AVE
MARIPOSA AVE
PA
CA
TO
RD
NANDINA AVE
NEVADA AVE
LANE ST
DECKER RD
DAY ST
CARROLL ST
CLARK ST
MARY ST
KITCHING ST
TUSCOLA ST
PERRIS BLVD
DAVIS ST
HUBBARD ST
PHILO ST
PERRIS BLVD
GRAHAM ST
ELSWORTH ST
PAN
AM
BLV
D
ACA
CIA
ST
ER
PL
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NANDINA AVE
HAWTHORNE AVE
KUDER AVE
HAINES ST
ALEXANDER ST
C AVE
JEFFERSON ST
WARREN RD
NINEBARK
ST
HYTHE ST
DAY ST
AVE
FREDERICK ST
ADELINE AVE
JOY ST
MORTON RD
BARTON ST
COLE AVE
COLE AVE
DANT ST
PARSONS RD
ROOSEVELT ST
215
BARTON ST
DAUCHY AVE
CECIL AVE
TAFT ST
CEDAR ST
BIRCH ST
RD
ALDER ST
GAMBLE AVE
KING AVE
§
¦
¨
COVELL ST
ELIZABETH ST
RANCHO RD
ON
NY
CA
MARKHAM ST
GOYA AVE
CACTUS AVE
RD
D
BIR
WARREN RD
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E
AV
G
IN
CK
MO
MCALLISTER ST
MARIPOSA AVE
GRANITE AVE
DALLAS AVE
NEWMAN AVE
IRIS AVE
JUNIPER AVE
BRODIAEA AVE
FAY AVE FILAREE AVE
GENTIAN AVE
A
NY
NI
KRAMERIA AVE
BAY AVE
OLD FARM ST TIMO ST
ALESSANDRO BLVD
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}
|
·
DRACAEA AVE
O
ORANGE TERRACE PKWY
KALMIA AVE
HEMLOCK AVE
60
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LL
BA
CA
BERT RD
VAN BUREN BLVD
MARKHAM ST
OWL
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RD
BAY AVE
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CACTUS AVE
ATWOOD AVE
FIR AVE
FAWN ST
COTTONWOOD AVE
P
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GOA
CACTUS AVE
MYERS AVE
ELDER AVE
T
ROBERTS RD
VD
ATE BL
SUNNYMEAD BLVD
WEBSTER AVE
IDI
CORSICA AVE
HIGHRIDGE ST
WOOD RD
MOSS RD
CACTUS AVE
INDIAN ST
IOWA AVE
CHICAGO AVE
KANSAS AVE
OTTAWA AVE
PEORIA RD
RNON AV
E
FLORAL AVE
PIN
E
DURAN
GO R
D
FARG
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MOUNT VE
BAY AVE
SINALOA ST
HEMLOCK AVE
R
ME
E
AV
ST
CH
APA
RR
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RD
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AN
GE
ST
MU
LB
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ST
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CO
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RK
ST
AV
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AV
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AV
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BR
OC
KT
ON
AV
E
PALM AVE
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RIVERSIDE AVE
RIV
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TO
WE
R
RD
LS
STREETER AVE
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ST
ST
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June 2010
RD
G
TOWN
LOCUST AVE
KALMIA AVE
KALMIA ST
IRONWOOD AVE
AS
IA N
BR
FO
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HILLSIDE AVE
PHOENIX AVE
CREST AVE
AV
E
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HEDRICH AVE
W
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MINIE
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URBAN ST FREMONT ST
LAKE ST
MITCHELL AVE
STOVER AVE
ST
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D
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N
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EL SOBRANTE RD
EASTRIDGE AVE
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SWAN ST
CENTU
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ST
RD
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ST
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ST
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TYROLITE ST
GO
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HUDSON ST
FAGAN RD
BEACH ST
CEDAR ST
ST
AGATE ST
FELSPAR ST
GLEN ST
DODD ST
60TH ST
ST
UP
IRR
ST
61ST ST
LIMONITE AVE
63RD ST
LA 63RD A
VE
KE
64TH ST
VI
EW
AV
E
45TH
34
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AVE
T
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58TH ST
54TH ST
56TH ST
42N
DS
VILLA ST
ON
NY
CA
STEVE AVE
ASH ST
BAIN ST
56TH ST
52ND ST
53RD ST
CAN
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36
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ST
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}
|
·
60
PINTO ST
TROTH ST
48TH ST
BYRNE RD
Miles
VE MISSION BLVD
EA
RAV
44TH ST
VA
LEG
N
BU
BEL
45TH ST
RE
N
BL
GALENA
ST
VD
RD
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JUR
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0.5
LE
YB
0
SM
I
CORRIDOR 8 - ARLINGTON - ALESSANDRO
Reference Corridor
ST
5.9
Route 9: Fairmount - Iris
Zones Northwest and Central Segments •
Spruce (Santa Ana River to Watkins) •
Watkins/RR (Spruce to SR‐60) •
Sycamore Canyon •
Eastridge/Eucalyptus •
Aqueduct/Perris Valley Storm Channel Profile •
Suitable for Class II route •
Approximately 15.5 miles serving cities of Moreno Valley, Perris, and the March JPA •
Uses East Branch California Aqueduct and Perris Valley Storm Channel for significant portions of route •
Potential NEV route Status Route is on existing streets ROM Construction Cost Estimate $306,000 Issues •
TBD Strategies for Implementation •
Future transit linkage at potential Perris Valley Metrolink stations •
Downtown Perris Multi‐Modal Transportation Center (Bus, Metrolink) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 83
CORRIDOR 9 - FAIRMONT - IRIS
0
0.5
1
²
2
Miles
RUSTIN AVE
PERRIS BLV
D
RNON AV
E
MOUNT VE
FLORAL AVE
RD
AG
E
QUINCY ST
RAYMOND RD
RUSTIN AVE
IOWA AVE
VI
LL
CHICAGO AVE
OTTAWA AVE
KANSAS AVE
VISTA SUELTO RD
PETIT ST
OLIVER ST
PETTIT ST
HINSON ST
THOMAS AVE
GOYA AVE
FILAREE AVE
JUANITA AVE
D
RCA R
LA BA
PA
CA
TO
RD
OLIVER ST
EVERGREEN ST
NASON ST
ROSEMARY AVE
LASSELLE ST
RIO BRAVO RD
AGAVE ST
IBEX ST
PHILO ST
FAY AVE
GENTIAN AVE
CACTUS AVE
IRIS AVE
ROXANNE RD
SEA BISCUIT ST
WILMOT ST
WEXFORD AVE
LEK R
D
KOSC
IO
NASON ST
OLIVER ST
BETHANY RD
MORRISON ST
TIMO ST
ALESSANDRO BLVD
PATRICIA ST
BATTON ST
PAIGE AVE
FIR AVE
GUNNELS ST
CACTUS AVE
GABRIEL ST
HEMLOCK AVE
QUINCY ST
INDIAN ST
BRODIAEA AVE
QUARTZ RD
EMERALD AVE
BAY AVE
LANCIA ST
OLD FARM ST
CAROLYN AVE
ST
PERRIS BLVD
BARTON ST
SLAWSON AVE
KITCHING ST
TUSCOLA ST
NINEBAR
K ST
HEACOCK ST
BAY AVE
PETALUMA AVE
RD
LASSELLE ST
PERRIS BLVD
PERRIS BLVD
KITCHING ST
GRAHAM ST
MATHEWS RD
INDIAN ST
HUBBARD ST
DAVIS ST
HEACOCK ST
BAYLESS ST
HYTHE ST
D
M BLV
FREDERICK ST
PAN
A
BOEING ST
DAY ST
MYRNA ST
COTTONWOOD AVE
FITZ ST
APTOS ST
AVE
COLE
BLUE SKY ST
DRACAEA AVE
O
COLT ST
WY
HERMOSA ST
PK
ST
ORANGE TERRACE PKWY
RD
SSEL
SILKTA
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LL
BA
CA
KROSS RD
IAN
RID
ME
NG
N ST
TTO
GRA
VI
IR
ST
RD
BRANA
BERT RD
VAN BUREN BLVD
ATWOOD AVE
RENOIR AVE
VE
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60
FIR AVE
EUCALYPTUS AVE
DELPHINIUM AVE
GENTIAN AVE
IRIS AVE
JOY ST
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CACTUS AVE
CACTUS AVE
D
IN R
DAUCHY AVE
ST
CHICAGO AVE
ST
OE
NR
MO
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SAGE AVE
GER
BER
A
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}
|
·
ELDER AVE
KALMIA AVE
JUNIPER AVE
AVE
HIE
ARC
MYERS AVE
NEWHOPE ST
MOSS RD
ROBERTS RD
KROSS RD
BAY AVE
AV
E
ADELINE AVE
MORTON RD
BERRY RD
ZE
L
KALMIA AVE
LANDON RD
ST
ST
CORSICA AVE
EDGEMONT ST
DE G
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CLEARWOOD AVE
AVE
CA COTTONWOOD
NN
O
N
RD
WIT
CH
HA
SINALOA ST
WEBSTER AVE
LOCUST AVE
KALMIA ST
ST
EASTRIDGE AVE
PKWY
ST
AIRN
PITC
HIGHRIDGE ST
PARKHAM ST
JACLYN AVE
IRONWOOD AVE
POSTAL AVE
SUNNYMEAD BLVD
TOWNGATE BLVD
N RD
E RD
RD
BERRY
HEMLOCK AVE
RD
EER
ING D
RUNN
OVERLOOK
RD
GORHAM ST
OLD BRIDG
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SP
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FALL RIVER RD
BOX SPRINGS RD
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TOLKIE
CLARK ST
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COR
NWA
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AVE
GLE
NH
AVE
N
RIVERSIDE
SWAN ST
VD
BL
RD
WESTERN RIDGE RD
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TENN
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UTW
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WHITEGATE AVE
T
S
BL
VD
PARKLAND AVE MANZANITA AVE
CENTRAL AVE
T
HARBAR
S
N
TO
AT
GR
JEFFERSON ST
CRANFORD AVE
DWIGHT ST
KANSAS AVE
PA
RK
AV
E
SEDGEWICK AVE
QUINCE ST
DURAN
GO R
D
HIGH ST
AV
E
RS
IDE
RIV
E
RIVERSIDE AVE
MCMAHON ST
DE ANZA AVE
BROCKTON AVE
PALM AVE
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HIBISCUS AVE
June 2010
IL
CASEY RD
LAKE VISTA RD
AIN
MP L
CHA
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MONTALVO RD
RD
MARTIN LUTHER KING JR BLVD
CEN
TUR
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BOX SPRINGS MTN PK
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SP
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AV
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§
¨
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215
FAIRMOUNT PARK
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CH
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MI
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ST
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PA
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Reference Corridor
E
ERRE AV
BELLET
E
GL
EA
S
RIA
HA
ZA
ST
ST
ENGLEWOOD ST
T
AS
M ST
IVORY AVE
5.10 Route 10: San Jacinto River – Bautista Creek
Zones Central and San Jacinto‐Hemet Segments •
Redlands •
San Jacinto Avenue •
San Jacinto River •
Bautista Creek Profile •
Approximately 28.5 miles serving cities of Perris, Moreno Valley, San Jacinto, and Hemet and unincorporated Riverside County (Lakeview / Nuevo) •
Substantial portion is along San Jacinto River (southern edge of existing flood plain) •
Potential NEV route Status Predominantly unimproved ROM Construction Cost Estimate $26 million Issues •
Channel access •
San Jacinto River Plan compliance Strategies for Implementation •
Identify alternatives for storm channel routing Key Connections •
0.5
1
²
2
Miles
L
GI
IA
ST
WALNUT ST
RD
VISTA RD
AZ
ON
ST
E ST
WHITTIER AVE
MARSHALL AVE
C ST
GRANT AVE
8TH ST
OLIVE AVE
PALM AVE
5TH ST
CHICAGO AVE
AM
FAIRVIEW AVE
HEMET ST
RAWLINGS RD
SIMPSON PARK
NEW CHICAGO AVE
LAKE ST
LAKE ST
PLEASANT ST
HEMET ST
SOBOBA ST
MERIDIAN ST
STANFORD ST
CORNELL ST
COLUMBIA ST
SANTA FE ST
YALE ST
GIRARD ST
ARIA RD
FRANKLIN ST
INEZ ST
SAN JACINTO ST
GILBERT ST
DIAMOND RD
DIAMOND VALLEY LAKE
DARTMOUTH ST
HEWITT ST
SANTA FE AVE
PICO AVE
IRWIN ST
STATE ST
W
AT
EK
A
CHAMBERS AVE
RAMONA BOWL
L RD
GIBBE
JOYCE RD
AVE
THORNTON AVE LITTLE LAKE
ARBOL RD
KARI RD
IL E
ST
CA
RD
ST
FLORIDA AVE
RD
T
BUENA VISTA ST
S
REE
CH T
PEA
WHITTIER AVE
STATE ST
STETSON AVE
PALM AVE PALM AVE
LYON AVE
SANDERSON AVE
KIRBY ST
GILMORE ST
S ST
ELK ST
IDE AVE
MYERS ST
CORTRITE AVE
BRISBANE ST
THREE SPRINGS RD
AQUEDUCT RD
HARRISON AVE
COVE ST
DOMENIGONI PKWY
MAYBERRY AVE
AI
N
LINCOLN AVE
MA
RL
ISS
A
LS
AI
TR
BUSBY RD
ACACIA AVE
STATE ST
RD
SH-79/WINCHESTER RD
E
ID
RICE RD
OLIVE AVE
BEELER RD
LEON RD
SIMPSON RD
9TH ST
ASBURY ST
TAYLOR ST
GOUGH ST
HADDOCK ST
ES
CYPR
LATHAM AVE
THORNTON AVE
EL FUEGO RD
KEEN RD
MINTON RD
GIBBAR RD
MICA RD
HOMELAND AVE
LEON RD
SULTANAS RD
EMPEROR RD
CREAG AVE
RR AVE
SCRUB JAY RD
SUS EAGLE RD
SEX
RD
ST
CHASE ST
R
D
WARREN RD
TT
ER
5TH ST
ST
4TH ST
5T
H
MAGNOLIA AVE
HANSEN AVE
YU
CC
AA
VE
6TH ST
AMATOL RD
E GRAND AVE
GRAND AVE
LA VENTANA RD
BRIGGS RD
MILAN RD
DOUBLE BUTTE PARK
HEMET
CALIFORNIA AVE
STOWE RD
VE
RA
PAR
K
OAKLAND AVE
M
ON
NY
CA
REINHART ST
RD
LINDENBERGER RD
MALONE AVE
CUMMING AVE
MALAGA RD
MALAGA RD
PALOMAR RD
JUNIPERO RD
DALES ST
ASPEL RD
IE
ITT
WH
TAFT AVE
MENLO AVE
ACACIA AVE
LYN AVE
79
RO
HAUN RD
ELKINS RD
RAMONA AVE
OLIVAS AVE
PICO AVE
ST
3R
D
SHERMAN RD
BRADLEY RD
VINE ST
EVANS RD
STARK ST
SUN CITY BLVD
GEARY ST
BYERS RD
BA
VE
AA
VE
C
AV
E
PALOMAR RD
CH
AS
EA
VE
RE
SE
RV
OIR
AV
LAK
E
EVIE
WA
VE
FOOTHILL AVE
DAWSON RD
TRUMBLE RD
BRADLEY RD
1S
T
MURRIETA RD
GOETZ RD
WHEAT ST
HULL ST
RD
OOR
RIDG
EM
þ
}
|
·
RD
DEVONSHIRE AVE
FRUITVALE AVE
E
TANNER ST
E
RS
MO
LA LADERA RD
KEITH AVE
ROSE RD
EATON AVE
T
REYNOLDS RD
ST
G ST
ROSALIA AVE
A ST
C
D ST ST C ST JOHNS RD
PERRIS BLVD
B ST
ANTELOPE RD
EL NIDO AVE
MURRIETA RD
WILSON AVE
WEBSTER AVE
WITT ST
RIVER RD
VE
EY A
BOG
COMMONWEALTH AVE
CS
GOETZ RD
DEMIT ST
7TH ST
SHAVER ST
EVANS ST
RIM RD
ALLEN AVE
BYRD ST
VISTA AVE
I
SP
June 2010
MENIFEE LAKE PARK
S
WATSON RD
ADAMS ST
RD
NEWPORT RD
LA PIEDRA RD
S
AT
FL
ESPLANADE AVE
SAN JACINTO RIVER
MEAD ST
MAIN ST
RD
A ST
GUAV
E
OP
YON LAKE
MA
TT
HE
W
TATE RD
CARMEL RD
RD
NO
TA
CA
LAZY CREEK RD
PARK AVE
NORMANDY RD
R
PE
NI
JU
INYO RD
N
RE
AR
W
MENIFEE
SYLVIA AVE
ROUSE RD
L
TE
AN
VALLEY BLVD
MCCALL BLVD
K RD
WIC
WAR
E
AV
D
AN
R
G
NINTH ST
RD
CHAMBERS AVE
BAHLER ST
COTTONWOOD AVE
ROANOKE ST
WARWICK ST
SEVENTH ST
BA
CIDER ST
MCLAUGHLIN RD
§
¦
¨
MAZE STONE PARK
BO
ROUSE RD
THORNTON AVE
SCOTT ST
VERNAL ST
SO
RD
SOTELO
MOUNTAIN AVE
MAPES RD
FLOYD AVE
215
RECORD RD
SAN JACINTO RIVER PARK
SAN JACINTO
RICHMOND RD
CANYON LAKE
ALERICH ST
RD
RD
D
R
VD
BL
ST
B
ETHANAC RD
ER
TT
LONG ST
BENIGNI RD
WATSON RD
PO
DEEGAN ST
PIPER RD
NOGUES RD
ELLIS AVE
ET
TE
A
N
O
A
ST
RD
BEAR ST
SU
BL
AM
R
MAPES RD
CA
SE
SANTA ROSA RD
BEAUMONT
OLD PI
CO RD
VIRAGO RD
EDWINA RD
JULES RD
D
SR
AT
FL
ET
PP
O
P
RACCOON ST
STAG
ECO
ACH
RD
BLANIK AVE
VALLEY HI PARK
PICO RD
ST
D
R
ELLIS AVE
BLANIK AVE
O
NT
CI
JA
E
G
SA
SAN JACINTO AVE
PERRIS
7TH ST 7TH ST
MOUNTAIN AVE
APRICOT AVE
THIRTEENTH ST
TO
AL
O
RS
O
C
CONTOUR AVE
S
PA
86
£
n
METZ RD
12TH ST
þ
}
|
·
79
RD
CITRUS AVE
YORBA ST
ST
E
AV
RD
TITY
CHAS
RD
D
PERLA ST
NUEVO RD
METZ RD
B
12T
H
ST
S
E
RE
D
ER
AG
NT
RO
EF
ORANGE AVE
AVOCADO AVE
WATER AVE
10T
H
11
E TH S
T
AV
E
T
SP
RI
NG
E
ST
CHANT
WALNUT AVE
RAMONA EXPY
E
N AV L
AK
FER
EV
IEW
ST
AV
E
M
AN
K
MI
AVE
VILL
HAR
BARRETT AVE
RIDER ST
9TH
D
LF R
UDO
MT R
POZOS RD
RANCH ST
SINCLAIR ST
GUNTH
ER R
D
MORGAN ST
S
RS
GE
SLE
MARVIN RD
MARTIN ST
MENIFEE RD
INDIAN ST
RAMONA EXPY
MILLER ST
DAWES ST
ST
PO
FARMERS FAIRGROUNDS
GE
ID
BR
CAWSTON AVE
LA VINA BLVD
PERRY ST
D
SR
AN
EV
WEBSTER AVE
MARKHAM ST
DAVIS RD
LAKE PERRIS
N
TO
GI
L
ODELL AVE
OLEANDER AVE
NANCE ST
LE
DD
MI
ST
EAST BOUNDARY RD
GLOBE ST
MAIN RD
MORENO VALLEY
FOURTH AVE
DAVIS RD
NANDINA AVE
HILL ST
0
MAPLE ST
CORRIDOR 10 - SAN JACINTO RIVER - BAUTISTA CREEK
Reference Corridor
þ
}
|
·
74
BA
UT
IS T
AC
AN
YO
N
RD
BA
UT
IS
TA
RD
5.11 Route 11: Iris - Redlands
Zones Central and Pass Segments •
Redlands •
Ironwood •
Moreno Beach •
Iris Profile •
Approximately 12.1 miles serving Moreno Valley and unincorporated Riverside County •
Potential NEV route Status Existing streets ROM Construction Cost Estimate $ 1 million Issues •
Redlands interchange •
Grade change between San Timoteo and SR‐60 Strategies for Implementation •
Connects Routes 8, 9, 12, 13, and 25 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 87
CORRIDOR 11 - IRIS - REDLANDS
0
0.5
1
2
ON
NY
CA
SM
RD
RD
T
ES
CR
BLANCO ST
IL
EY
VIP
ER
RD
RD
BL
VD
PERRIS BLVD
COUNTRY RD
MONTALVO RD
CALIMESA
BL
VD
LAKE VISTA RD
EN
TR
A
NZ
MANZANITA AVE
T
AS
QUINCY ST
BIG WASH RD
VIRGINIA ST
SINCLAIR ST
WEXFORD AVE
THEODORE ST
AVE
TUS
CAC
AVE
LON
AVA
BOLD STYLE AVE
AIR FORBES AVE
UR
ST
ENGLEWOOD ST
ES
T
ROUND TOP RD
MORENO VALLEY
CO
NT
O
M ST
S
RIA
HA
ZA
SR
D
ALESSANDRO BLVD
W
D
RCA R
IRIS AVE
T
ES
GL
EA
ALICANTE AVE
SP
RI
NG
K
LA
VE
YA A
NIN
PATRICIA ST
LA BA
PA
CA
TO
RD
RD
GENTIAN AVE
RICHARDS AVE
E
ERRE AV
BELLET
GI
LM
AN
DAVIS RD
YOLANDA AVE
VISTA DEL MAR
ST
FILAREE AVE
O
WY
PERRIS BLVD
OLIVER ST
EVERGREEN ST
RIO BRAVO RD
IBEX ST
AGAVE ST
DELPHINIUM AVE
RENOIR AVE
SHEILA ST
PHILO ST
BLUEBRIAR ST
VINEHILL ST
CACTUS AVE
ST
BATTON ST
BRODIAEA AVE
DE ANZA CYCLE PK
E
AV
EUCALYPTUS AVE
STEVENS AVE
MERWIN ST
SEQUOIA ST
WAR ADMIRAL ST
SEA BISCUIT ST
DRACAEA AVE
ROXANNE RD
KOSC
IO
BAY AVE
TIMO ST
BETHANY RD
OPAL ST
OLIVER ST
QUARTZ RD
REDLANDS BLVD
PETIT ST
HINSON ST
PETTIT ST
MORRISON ST
OLIVER ST
NASON ST
LEK R
D
LASSELLE ST
SLAWSON AVE
NINEBAR
K ST
MATHEWS RD
KITCHING ST
WILLOW TREE AVE TUSCOLA ST
LASSELLE ST
PERRIS BLVD
FOREMAN AVE
FIR AVE
LL
BA
CA
PAIGE AVE
T
PK
GABRIEL ST
OAK RIDGE RD
D
OO
W
ON
IR
HEMLOCK AVE
EUCALYPTUS AVE
N
ISA
ART
AS
IA N
BR
IAN
RID
ME
THOMAS AVE
June 2010
FAY AVE
GENTIAN AVE
FITZ ST
PETALUMA AVE
JUNIPER AVE
GUNNELS ST
CACTUS AVE
VAN BUREN BLVD
60
LANDON RD
JOY ST
CAROLYN AVE
þ
}
|
·
ELDER AVE
AZALEA ST
LANCIA ST
OLD FARM ST
AVE
HIE
ARC
FIR AVE
BAY AVE
INDIAN ST
GRAHAM ST
SHERMAN AVE
MYRNA ST
COTTONWOOD AVE
NINEBAR
K ST
FAWN ST
SUNCREST AVE
NEWHOPE ST
BRANA RD
PERRIS BLVD
ATWOOD AVE
DRACAEA AVE
VOU
GHT
ST
CACTUS AVE
HUBBARD ST
INDIAN ST
DAVIS ST
HEACOCK ST
HEACOCK ST
BAYLESS ST
ADELINE AVE
WEBB ST
HYTHE ST
BLVD
FREDERICK ST
PAN AM
ELSWORTH ST
ACACIA AVE
DAY ST
EDGEMONT ST
ALONA ST
MORTON RD
CLARK ST
BAY AVE
MYERS AVE
EUCALYPTUS AVE
TASMAN ST
KALMIA AVE
VD
BL
PARKHAM ST
EASTRIDGE AVE
WEBSTER AVE
KALMIA AVE
ST
GORHAM ST
VD
BL
RIVERSIDE
POSTAL AVE
SUNNYMEAD BLVD
AIN
MP L
CHA
S
NG
RI
SP
TOWNGATE BLVD
D AVE
X
BO
HEMLOCK AVE
KILGORE ST
FALL RIVER RD
IRONWOOD AVE
MARIGOL
88
BOX SPRINGS RD
KALMIA ST
D
AN
HL
SWAN ST
LOCUST AVE
G
HI
N RD
YSO
TENN
BLACK OAK AVE
MARK RD
JACLYN AVE
DOW ST
WESTERN RIDGE RD
KITCHING ST
PARKLAND AVE
WILMOT ST
VI
LL
AG
E
QUINCY ST
RD
BOX SPRINGS MTN PK
RD
HIDDEN SPRINGS PARK
HIDDEN SPRINGS PARK
MAIN ST
HIDDEN SPRINGS PARK
HIDDEN SPRINGS PARK
²
E
CH
RE
NG
RI
SP
PIGEON PASS RD
BIG TIMBER RD
STEELE RD
Miles
Reference Corridor
5.12 Route 12: Alessandro - Davis
Zones Central and San Jacinto‐Hemet Segments •
Alessandro •
Gilman Springs Profile •
Approximately 7 miles serving Moreno Valley and unincorporated Riverside County Status Existing streets with short unimproved section ROM Construction Cost Estimate $5.3 million
Issues •
Portions of existing streets to be widened in the future Strategies for Implementation •
Connects Routes 8, 10, 11, and 27 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 89
CORRIDOR 12- ALESSANDRO - DAVIS
0
0.5
1
2
SINCLAIR ST
PETTIT ST
NICHOLAS RD
ROUND TOP RD
AV
TUS
CAC
ALICANTE AVE
BIG WASH RD
MORENO VALLEY
VIRGINIA ST
REDLANDS BLVD
MERWIN ST
ROXANNE RD
WILMOT ST
THEODORE ST
QUINCY ST
K RD
E
AVE
LON
AVA
AIR FORBES AVE
DAVIS RD
KOS
CIOL
E
BETHANY RD
OLIVER ST
EVERGREEN ST
SR
D
T
W
T
R
U
D
R
UR
RD
LA
VE
INCO
ME A
VE
TY
WILM RON AVE
OT A
VE
MAIN RD
FIRST ST
SAN JACINTO RIVER
ST
5T
H
4TH ST
RD
MAGNOLIA AVE
HANSEN AVE
6TH ST
ST
IP
LA
KE
VIE
W
YU
AV
E
CC
AA
V
E
BE
LL
AV
E
11T
H
AA
VE
AV
E
C
5TH ST
ST
N
M
AR
TI
POZOS RD
BA
VE
PALOMAR RD
PICO AVE
ANTELOPE RD
BRADLEY RD
T
RA
NC
HS
EVANS RD
WILSON AVE
MURRIETA RD
FOURTH AVE
DAVIS RD
CENTER ST
EVANS RD
EVANS RD
REDLANDS AVE
VILLA VERONA ST
JOHNSON AVE
PERRIS BLVD
INDIAN ST
BARRETT AVE
PATTERSON AVE
REDLANDS AVE
VE
BA
12T
HS
T
PH
IL
WOLFSKILL AVE
BROWN AVE
PULSAR VIEW
RD
79
PICO RD
O RD
OLD PIC
Y RD
STIT
CHA
D
DR
WATER AVE
ST
þ
}
|
·
E
RE
TOBACCO RD
PLACENTIA AVE
TOLIVER RD
WATER AVE
ST
T
KE
MI
ORANGE AVE
WALNUT AVE
9TH
10T
H
RAMONA EXPY
D
FR
June 2010
CHANT ST
RIDER ST
E
N AV
FER
E
AVE
IEW
V
E
LAK
L
DO
RU
MT
ORANGE AVE
RIDER ST
RD
WATER ST
SINCLAIR ST
BERN
ASCO
NI RD
AVALON PKWY
PLACENTIA ST
WATER ST
MORGAN ST
T
ORANGE AVE
WALNUT ST
MORGAN ST
RS
PPE
CLA
RD
GE
NTA
RO
AVE
EF
VILL
HAR
RIDER ST
JOHNSON AVE
WEBSTER AVE
SEATON AVE
MORRIS ST
CAJALCO RD
MARVIN RD
BOTAN ST
GLORIOSA AVE
DAWES ST
VE
LA
MILLER ST
FARMERS FAIRGROUNDS
ST
S
RS
GE
SLE
VE
DA
ON
PERRY ST
RAMONA EXPY
LAKE PERRIS
YM
RA
PERRY ST
MARKHAM ST
ST
GE
ID
BR
E
AV
NANCE ST
ARIZONA ST
OREGON ST
N
TO
RD
RA
NT
CE
E
AV
GLOBE ST
OLEANDER AVE
LE
DD
MI
ER
RN
WA
D
ON
ST
R
NTOU
E CO
YM
RA
MAIN
KITCHING ST
CE
NT
RA
SAN JACINTO
CAWSTON AVE
SC
ON
TO
ST
KNOCH ST
FRAN
KEN
EAST BOUNDARY RD
ER
IA S
KR
AM
BROOKS AVE
CURTIS ST
ABEDUL ST
T
AS
TO
N
O
C
T
MARIPOSA AVE
DECKER RD
SP
RI
NG
IS
DAV
CAJALCO RD
GI
LM
AN
ENGLEWOOD ST
NANDINA AVE
MARKHAM ST
KINNEY ST
ALVISO RD
MARQUEZ RD
COTTONWOOD AVE
FRONTA
GE RD
LURIN AVE
CALIFORNIA ST
PERRY ST
DRACAEA AVE
E
ERRE AV
BELLET
SS
RIA
HA
ZA
EUCALYPTUS AVE
TULE ST
PA
CA
TO
RD
SAN MICHELE RD
NANDINA AVE
MARTIN ST
D
RCA R
BEAUMONT
FIR AVE
EUCALYPTUS AVE
MAIN ST
LA BA
KRAMERIA AVE
SUPERIOR AVE
NASON ST
GENTIAN AVE
OLIVER ST
RIO BRAVO RD
AGAVE ST
OR RD
CANTAD
CASA EN
GOYA AVE
HEACOCK ST
CACTUS AVE
NOBLE CREEK PARK
OAK VALLEY PKWY
ES
90
IRIS AVE
215
GUNNELS ST
BRODIAEA AVE
²
DE ANZA CYCLE PK
K
LA
THOMAS AVE
§
¨
¦
SEQUOIA ST
MARGARET AVE
PATRICIA ST
PHILO ST
BLUEBRIAR ST
FITZ ST
BAY AVE
RENOIR AVE
SHEILA ST
JOY ST
T
GENTIAN AVE
QUARTZ RD
OPAL ST
HEMLOCK AVE
E ST
PETE DY
AS
IA N
BR
FILAREE AVE
FAY AVE
PETALUMA AVE
DRACAEA AVE
LANDON RD
CACTUS AVE
MORRISON ST
NINEBAR
K ST
OLD FARM ST
NEWHOPE ST
CACTUS AVE
AZALEA ST
CHARA ST
MYRNA ST
BAY AVE
60
FIR AVE
LASSELLE ST
ATWOOD AVE
HEMLOCK AVE
þ
}
|
·
NASON ST
FOREMAN AVE
MYERS AVE
EUCALYPTUS AVE
PERRIS BLVD
GRAHAM ST
ELDER AVE
KITCHING ST
HEACOCK ST
ADELINE AVE
MB
LVD
FREDERICK ST
PAN
A
PERRIS BLVD
HYTHE ST
GORHAM ST
WEBSTER AVE
SUNCREST AVE
BAY AVE
STUYVESANT ST
ST
SUNNYMEAD BLVD
TOWNGATE BLVD
PARKHAM ST
BOEING ST
SINALOA ST
HEMLOCK AVE
E LLE
LASS
ZINNIA
ST
Miles
IRONWOOD AVE
AVE
HIE
ARC
Reference Corridor
4TH ST
5.13 Route 13: San Timoteo – Interstate 10 Pass Area
Zone Pass Segments •
San Timoteo •
Elm/7th/California •
6th/Ramsey •
Main/Railroad Profile •
Approximately 31.3 miles serving cities of Beaumont, Banning, and Calimesa and unincorporated Riverside County •
Rural setting on west end, residential and business district in central segments, and undeveloped/mining on east end •
Connects to CVAG network •
Potential NEV route Status Existing streets with unimproved portion near weigh station
ROM Construction Cost Estimate $3.9 million
Issues •
Potential conflicts at 6th Street/California •
Travel speeds on San Timoteo Strategies for Implementation •
Consider following planned I‐10 bypass Key Connections •
Connects Routes 11, 26, 27, and CVAG network WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 91
CORRIDOR 13 - SAN TIMOTEO - I 10 PASS AREA
0
1.25
2.5
5
Miles
Reference Corridor
²
D
R
BOGART PARK
DUTTON ST
IN
MA
MI
L
DD
ON
ET
E
AV
MAIN RD
ST
M
AN
ND
O
FOURTH AVE
IS
RR
NO
YM
RA
DAVIS RD
ST
June 2010
SC
ON
TO
UR INCOME
AVE
RD
WESTWARD AVE
RAMSEY ST
BARBOUR ST
10TH ST
KELSO
S
TA
OS
RD
ST
MA
IN
BOBCAT RD
WESLEY ST
BOBCAT RD
ST
MAGNOLIA ST
CHARLES ST
AD
RAILRO
BONITA AVE
CARMEN AVE
DOLORES AVE
ESPERANZA AVE
RD
R
D
S
RS
GE
SLE
SAN JACINTO RIVER
T
þ
}
|
·
79
N
HE
LE
IDA AVE
ON RD
RESERVATI
ST
BEN AVE
ILYSE AVE
LONGHORN RD
ST
GE
ID
BR
AVE
AV
E
LINCOLN ST
HOFFER ST
NICOLET ST
MT EDNA
SP
R
IN
G
RD
ELM ST
PARK AVE
SUNSET AVE
MERIDIAN AVE
OMAR ST
OMAR ST
KING ST
WILSON ST
WILLIAMS ST
AVE
HIGHLAND SPRINGS AVE
REPPLIER RD
RD
VERDUGO
GILMAN HISTORIC RANCH PARK
HILL ST
ST
FOOTHILL RD
BANNING
MAPLE ST
MAIN ST
G
IL
BROOKS AVE
FRAN
KEN
LAKE PERRIS
§
¦
¨
10
ST
BRETT RD
AV
E
AIR FORBES AVE
IRIS AVE
EIGHTH ST
SIXTH ST
FOURTH ST
SECOND ST
FIRST ST
POTRERO BLVD
RIVIER
A
ST
BL
UF
F
GA
RC
IA
DEL RITA RD
VIRGINIA ST
MERWIN ST
T
DAVIS RD
E
GL
EA
4TH ST
RD
RD
OLIVER ST
CACTUS AVE
RA
NC
H
CHERRY AVE
THEODORE ST
JE
RR
YS
MORENO VALLEY
BRODIAEA AVE
OAK VALLEY PKWY
BEAUMONT AVE
ORANGE AVE
PALM AVE
REDLANDS BLVD
COTTONWOOD AVE
BAY AVE
NOBLE CREEK PARK
RI
NG
SINCLAIR ST
FIR AVE
§
¦
¨
BEAUMONT
EY
PINE VALL
BETHANY RD
60
QUINCY ST
PETTIT ST
þ
}
|
·
DE ANZA CYCLE PK
BROOKSIDE AVE
10
ELM AVE
OD
WO
ON
IR
JUNIPER AVE
IRONWOOD AVE
E
AV
RO
SE
KALMIA AVE
ELM AVE
CA HAGEN RD
LI
FO
RN
IA
ST
AG
E
RD
LOCUST AVE
ST
GRAND AVE
LINCOLN ST
ORANGE ST
HIGH ST
CHERRY VALLEY BLVD
FIELDS RD
VINELAND ST
RD
RAMON RD
N
LE
LAWS RD
G
HARGRAVE ST
AK
O
ORCHARD ST
N
MA
GIL
92
RO
BE
RT
S
AP
R SA
IC
L IS
O
BU
T
RY
ST
ST
BRYANT
ST
3RD ST
5TH ST
MESA
RD
VIP
ER
RD
RD
E
CONDIT AV
VD
BL
CANYON
A
ES
MOTEO
LIM
CA
CALIMESA
SAN TI
TAGE RD
COUNTY LINE RD
LIVE OAK CANYON RD
VALLEY HI PARK
TWIN PINES RD
D
SR
AT
FL
ET
PP
O
P
5.14 Route 14: San Jacinto – Diamond Valley
Zone San Jacinto‐Hemet Segments •
State •
Esplanade •
San Diego Canal Profile •
Approximately 11.5 miles serving cities of Hemet, and San Jacinto and unincorporated Riverside County Status Existing streets and maintenance road ROM Construction Cost Estimate $2.4 million Issues •
Access to canal right of way •
Railroad crossing Strategies for Implementation •
Connects Routes 10, 15, and 18 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 93
CORRIDOR 14 - SAN JACINTO RIVER - DIAMOND VALLEY LAKE
0
0.5
1
2
STATE ST
VILLINES AVE
FAIRVIEW AVE
GRANT AVE
MARSHALL AVE
WHITTIER AVE
GEORGIA AVE
5TH ST
8TH ST
CHICAGO AVE
LINCOLN AVE
ACACIA AVE
RIM RD
LAKE ST
HEMET ST
PLEASANT ST
HEMET ST
SOBOBA ST
STANFORD ST
DARTMOUTH ST
CORNELL ST
1ST ST
BA
TH
HEWITT ST
COLUMBIA ST
CYNTHIA ST
RAWLI
NGS
RD
PALM AVE
CASINO RD
IRWIN ST
GIRARD ST
THOMPSON ST
SANTA FE ST
LAURSEN ST
SAN JACINTO AVE
SAN JACINTO ST
YALE ST
ARIA RD
CARMALITA ST
BUENA VISTA ST
TAYLOR ST
CORNELL ST
SLATE AVE
ELK ST
AV
E
JORDAN AVE
ALESSANDRO AVE
SUSSEX RD
SANTA FE AVE
STATE ST
SHERIFF AVE
PICO AVE
W
AT
EK
A
ST
HARBOR ST
ST
U
N
G
YO
INEZ ST
PALM AVE
ELK ST
LYON AVE
KIRBY ST
GILMORE ST SAN DIMAS ST
E ST
MURRAY HILL RD
CAWSTON AVE
FISHER ST
EL FUEGO RD
AQUEDUCT RD
CALIFORNIA AVE
PATTERSON AVE
TAHQUITZ AVE
GILBERT ST
EUCLID ST
SANDERSON AVE
MYERS ST
LOS RANCHERIAS RD
CALIFORNIA AVE
WARREN RD
IDE AVE
CORTRITE AVE
GREEN AVE
NOGA AVE
PINE AVE
LILAC RD
DARR RD
LA BOCA ST
NELSON AVE
CAWSTON AVE
WHITE OA
K ST
ELKINS RD
KEEN RD
MINTON RD
RICE RD
D ST
F ST
PALM AVE
}
þ
|
·
74
RD
RICE RD
STATE ST
GOLD ST
EAGLE RD
CHASE ST
PO
TT
E
SA R
VI RD
ST
ODELL AVE
VALLEY RD
WALLIS RD
MC FIE RD
AMATOL RD
STEINHOFF AVE
JOPPE AVE
RD
POLLEY ST
BLUE RIBBON RD
CREAG AVE
C ST
N
SIMPSON PARK
GIBBEL RD
A ST
O
NY
CA
ARBOL RD
KW
Y
OLIVE AVE
JOHNSTON AVE BAUTISTA CREEK F.C. CHANNEL
LITTLE LAKE
CHAMBERS AVE
ST
TA
MEDHI AVE
WHITTIER AVE
CEDAR AVE
ZO
N
IS
UT
BA
ADAMS ST
JENNIFER AVE
THORNTON AVE
RD
MELBA AVE
MAYBERRY AVE
AM
A
ST
GRANT
ONT
DUM
BEELER RD
CHARLTON AVE
AV
E
NEW CHICAGO AVE
RITTER AVE
N RD
STERLING AVE
PY
EX
NA
MO
RA
S ST
BER
NYO
N CA
INDIA
R
E
AV
HOMELAND AVE
RD
VE
BRIARWOOD AVE
ACACIA AVE
RD
E AV
E
RAMONA BOWL
KARI RD
RI
LINCOLN AVE
RUBY AVE
THORNTON AVE
OLIVE AVE
TO
BROCK AVE
STETSON AVE
DO
ME
NIG
ON
IP
DIAMOND VALLEY LAKE
BA
COVE ST
POPLAR ST
T
IN
FLORIDA AVE
JOHNSTON AVE
M
CHA
JA
C
BERKLEY AVE
PA
RK
E
RD
N
S
REE
CH T
PEA
BO
WRIGHT ST
SO
OAK
AVE
SA
N
I
TA
N
U
LATHAM AVE
ROSE AVE
CARNATION AVE
T
T
S
June 2010
LATHAM AVE
ON
NY
CA
ST
O
M
HARRISON AVE
DEVONSHIRE AVE
AGA
P
ST
RD
TANYA AVE
S ST
EVANS ST
KIT AVE
OAKLAND AVE
OS
PRE
Y
SHAVER ST
MIDWAY ST
IL
ST
CA
REWARD ST
7TH ST
MENLO AVE
ROSALIA AVE
PEACH ST
N
BRIA
RV
MA
ULL
IN H
ES
CYPR
TAFT AVE
PY
EX
NA
MO
RA
FRUITVALE AVE
HEMET
STOWE RD
BRITTANIA RD
AV
E
E
AV
MAIN ST
6TH ST
OAKWOOD ST
HACKNEY ST
EATON AVE
KS
O
O
C
FIRST ST
E
RS
MO
S
TA
SE
E
AV
E GRAND AVE
ASBURY ST
GOUGH ST
THIRTEENTH ST
COMMONWEALTH AVE
ACACIA AVE
WHITTIER AVE
9TH ST
HADDOCK ST
E
AV
N
SEVENTH ST
PALM AVE
}
þ
|
·
TAYLOR ST
D
AN
R
G
O
LYN AVE
E
O AV
ENTR
EL C
RUSTLERS RD
GRAND AVE
FIG ST
L
IL
D
T
RICHMOND RD
BRINLEY ST
VD
BL
WARWICK ST
KEITH AVE
MILAN RD MILAN RD
RANCHLAND RD
SALT CREEK RD
COTTONWOOD AVE
ROANOKE ST
SEATTLE ST
SYDNEY ST
ANCHORAGE ST
ROSE RD
79
OLIVE AVE
O ST
RER
POT
E
AV
RD
E
THREE SPRINGS RD
RINGS
JUNIPER SP
Y AV
MIRA LOMA AVE
DOUBLE BUTTE PARK
AU
BU
R
N
ESPLANADE AVE
LA HUERTA RD
SIMPSON RD
VERNAL ST
INYO RD
BYRD ST
RR AVE
SCOTT ST
MAZE STONE PARK
E
BOG
GRAND AVE
VERNAL ST
BAHLER ST
ISLA S
SCRUB JAY RD
SAN JACINTO RIVER PARK
A
IT
AR
CL
AVE
JULIAN
RD
WATSON RD
PIPER RD
²
D
R
SAN JACINTO
D
SR
LAT
RF
IPE
JUN
REX RD
EDWINA RD
SA RD
SKY ME
94
SEA VIEW RD
ER
TT
A
N
O
MYER RD
STAGECOACH RD
JULES RD
MICA RD
LEON RD
BYRD ST
VIRAGO RD
MAPES RD
PO
AM
R
ST
TAPATIA
WA
YM
AN
WA
RR
EN
ST
RD
CONTOUR AVE
GILMORE RD
VERBOOM ST
LEON RD
CAWSTON AVE
5TH ST
6TH ST
HANSEN AVE
SIXTH ST
TOMPKINS ST
CURTIS ST
BE
11TH ST
LL
AV
E
BROSSEAU ST
MAGNOLIA AVE
D
DR
PULSAR VIEW
WATER AVE
O
NT
CI
JA
NUEVO RD
ALLEN AVE
RAMONA EXPY
E
RE
T
KE
MI
10T
HS
YUCC
A AVE
SANDERSON AVE
Miles
LAURENA ST
Reference Corridor
BA
UT
IS
TA
RD
5.15 Route 15: Salt Creek - Domenigoni
Zones Southwest, Central, and San Jacinto‐Hemet Segments •
Lemon •
Lost Road •
Canyon Hills •
Murrieta •
Salt Creek •
Searl/Lyon Profile •
Approximately 23.7 miles serving cities of Lake Elsinore, Hemet, Menifee, and Wildomar and unincorporated Riverside County Status Significant portions are unimproved ROM Construction Cost Estimate $10.5 million Issues •
Access to Salt Creek •
More than 700‐foot elevation change on Gibbel, verify access and MSHCP status Strategies for Implementation •
Consider replacing Salt Creek segment with Newport Road alignment and Domenigoni Parkway Key Connections •
Connects Routes 14, 16, 18, 22, 23, and 24 •
Future transit linkage in Wildomar and Winchester (via Route 18) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 95
ROMONA ST
PALM AVE
TAHQUITZ AVE
GILBERT ST
ELK ST
FISHER ST
SLATE AVE
PALM AVE
EL FUEGO RD
AQUEDUCT RD
PATTERSON AVE
SEARL AVE
BEELER RD
SE
TA
S
T
COLBURN ST
SH-79/WINCHESTER RD
RICE RD
VERBOOM ST
BRINLEY ST
LYON AVE
WARREN RD
CALIFORNIA AVE
IDE AVE
CORTRITE AVE
GREEN AVE
JOPPE AVE
STEINHOFF AVE
MELBA AVE
RITTER AVE
HOMELAND AVE
LEON RD
SULTANAS RD
EMPEROR RD
KIM RD
LA VENTANA RD
LINDENBERGER RD
WHITTIER AVE
MENIFEE RD
CREAG AVE
MALONE AVE
MALAGA RD
MATEROS RD
MCKINLEY RD
JUNIPERO RD
PALOMAR RD
FARGO ST
PALOMAR RD
ANTELOPE RD
ASPEL RD
DALES ST
1S
T
2N ST
D
3R ST
4T D
H
ST
ST
IE ST
SAVO
N
LEO
LOS ALAMOS RD
RD
ALGA
JOYCE RD
BEELER RD
PALM AVE
HORNING RD
HOLCOMB RD
SK
YV
I
T
MS
NIU
RA
GE
EW
RVE AV
FERN ST
RD
E
TA
GARY RD
YATES RD
JUBILEE RD
RD
RD
BARR
ANCA
RD
RD
N
SO
NEW
BY
WHIPTAIL RD
RD
ST
AG
E
ALDEN RD
GRIGG RD
BRUMFIELD ST
W
RA
JUDITH ST
WASHINGTON ST
SLOUGH RD
RUFT RD
PAT RD
KOON ST
SALLY ST
ELLIOT RD
ARMSTRONG RD
SLA
TER
KOODEN RD
AVE
PAT RD
BAXTER RD
SIDELINE RD
LOUISE RD
LEON RD
EDEN AVE
KARA ST
WARE ST
PAT RD
EPPLE ST
CAPRA RD
MENIFEE RD
ANTELOPE RD
MURRIETA
EUCALYPTUS RD
HALLBERG AVE
LA VENTANA RD
MIRA ST
LINDENBERGER RD
MENIFEE RD
HALEBLIAN RD
ZEIDERS RD
HAUN RD
BAILEY PARK BLVD
RD
LWA
IN
BRIGGS RD
LOS CARRIZOS RD
BELL MOUNTAIN RD
PALOMAR RD
EASTRIDGE AVE
HAUN RD
KURT ST
SHERMAN RD
ST
KELLER RD
HILTON RD
POURROY RD
OLD WINDMILL RD
SHERMAN RD
BRADLEY RD
HOWARD RD
TUCKER RD
BUCKWHEAT RD COX RD
DAILY RD
KRUBSACK RD
GEARY ST
PENCIN RD
MC BOB RD
LE
MC
E
SAUER RD
SHERMAN RD
TA
LLY
RD
RD
BE
RE
A
BYERS ST
HAWTHORNE ST
GEARY ST
MELVIN ST
DEBON ST
SUNSET AVE
RD
CA
NY
ON
BU
ND
Y
BALSAM ST
FR
ED
ER
ICK
ST
LYNX RD
WRIGHT RD
PALM AVE
PINE AVE
JAN AVE
LO
ST
RD
DIAL
RD
PRAIRIE RD
ST
KELLER RD
S
VI
T
AS
CC
BE
JEAN NICHOLAS RD
RE
LAKE SKINNER
UR
SP
RD
OLA RD
DE PORT
RE
FA
CASE RD
EVANS RD
BARNETT RD
HULL ST
MURRIETA RD
BYERS RD
BYERS AVE
GEARY ST
GOETZ RD
WHEAT ST
REYNOLDS RD
LA LADERA RD
KE
LA
ON
CA
NY
CHERRY ST CHERRY ST
SELLERS RD
ORANGE ST
DIAMOND RD
LORETTA AVE
TACK RD
AV
E
MAPLETON ST
DEVON ST
I
OM
AM
CH
WICKERD RD
LORETTA AVE
MC DONALD ST
SCOTT RD
ST
LS
T
CE
NT
RA
L
EAGLE RD
LE GRANDE RD
CRAIG AVE
A
GR
UW
EL
KARI RD
PATTON AVE
RD
ST
KW
Y
OLIVE AVE
N
SO
CO
RY
DO
BE
N
EC
ST
HE
R
ST
DO
ME
NIG
ON
IP
W
RA
BR
YA
NT
T
DIAMOND VALLEY LAKE
I
EL
AB
June 2010
SUGAR ST
HOLLAND RD
CURZULLA RD
BAXTER RD
LA ESTRELLA ST
DE
PA
SQ
UA
LORING RD
LLE
RD
CATT RD CATT RD
CLINTON KEITH RD
HOLLAND RD
GARBANI RD
WICKERD RD
HEIM ST
D
RR
EE
GR
ST
WILDOMAR
CRAIG AVE
TUPELO RD
KELLER RD
RD
ST
DU
NN
BETH AVE
K
OC
ST
ST
FA
RM
S
REE
CH T
PEA
HARRISON AVE
ANO CREST RD
E RD
AR
CRAIG AVE
MENIFEE LAKE PARK
E
NIE D
BON
OM
WANKI AVE
ST
ST
HOLLAND RD
ELROY RD
JOHNSTON AVE
ROSE AVE
STETSON AVE
E NEWPORT RD
BUSBY RD
LA PIED
RA RD
D
TR
IGH
WR
PA
L
D
LR
EA
ON
UN
IO
N
GROVE ST
WHITE ST
WALNUT ST
CA
SH
EW
TH
E
E
ID
RD
ADAMS ST
BUNDY CANYON RD
GAFFORD RD
OLIVE AVE
ESS ST
CYPR
COVE ST
ASBURY ST
HADDOCK ST
RD
ST
WAITE ST
RR AVE
KARLA ST
SIMPSON RD
HEMET
ACACIA AVE
RO
D
O
ALMOND ST
T
ES
AP
D
GR
RR
MA
DO
WIL
T
LS
AI
TR
PARK AVE
CORSON AVE
OKUMA RD
FIR ST WICKERD RD
ENNIS ST
WALDON RD
CARL ST
BEVERLY ST
DOUBLE BUTTE PARK
IE
ITT
WH
VE
RA
ROCKPORT RD
LA PIEDRA RD
GARBANI RD
MILAN RD MILAN RD
RANCHLAND RD
GRAND AVE E GRAND AVE
9TH ST
GRAND AVE
SCRUB JAY RD
STOWE RD
I
SP
RD
79
ST
O
YW
BA
N
O
NY
CA
S
HEMLOCK ST
LIME ST
LEMON ST
EVANS RD
96
SAN JACINTO RIVER
LL
HI
þ
}
|
·
BLVD
NEWPORT RD
FARMINGTON RD
LAKE ELSINORE
CE
RE
AL
S
LAZY CREEK RD
NORMANDY RD
RAILROAD CANYON RD
MC C
ALL
TATE RD
CARMEL RD
MENIFEE
RD
Y
RSE
DO
CASA BONITA AVE
S
ALLEN AVE
ACACIA AVE
LYN AVE
E
O AV
ENTR
EL C
RD
JUNO ST
EL PUENTE ST
MA
TT
HE
W
KEITH AVE
DEVONSHIRE AVE
RAFFERTY RD
LATHAM AVE
N
RE
AR
W
RD
CANYON LAKE
VINE ST
MCCALL BLVD
CHERRY HIL
LS BLVD
VALLEY BLVD
L
CA
ES
TE
AN
CHAMBERS AVE
RIDGEM
OOR RD
SAN JACINTO RD
ROUSE RD
SHADEL RD
RD
GOETZ
MAURICIO ST
TYSON RD
RIVERSIDE ST
HYATT RD
CLAIRE RD
LITTLE VALLEY RD
CHAMBERS AVE
MONK ST
SUN CITY BLVD
RIVER RD
KABIAN COUNTY PARK
YOUNG DOVE ST
PHILLIPS ST
EL FRESCO RD
THEDA AVE
THEDA ST
WILKINSON ST
TOOKER ST
ROBERT ST
JARVIS ST
PEACH ST
VINELL AVE
GREENWALD AVE
IRMA ST
PLUM ST
RD
§
¦
¨
MCLAUGHLIN RD
RD
MIRA LOMA AVE
PALM AVE
SOTELO
RU
SS
EL
L
SYLVIA AVE
215
ROUSE RD
CIDER ST
WATSON RD
RICHMOND RD
PERRIS
FLOYD AVE
VD
BL
RD
ETHANAC RD
MONUMENT PKWY
Y
LE
R
T
L
VA
þ
}
|
·
74
RI
VE
EUGENE ST
BS
ST
A ST
H
READ ST
Miles
WATSON RD
KIRBY ST
²
2
E ST
1
SANDERSON AVE
0.5
CAWSTON AVE
0
MYERS ST
CORRIDOR 15 - SALT CREEK - DOMENIGONI
Reference Corridor
LT
CO
RD
5.16 Route 16: Lake Elsinore – Murrieta/Temecula Creek
Zone Southwest Segments •
Lake •
Lakeshore/Main •
Mission Trail •
Murrieta Creek/Temecula Creek Profile •
Approximately 31.1 miles serving cities of Lake Elsinore, Murrieta, Temecula, and Wildomar •
Potential NEV route Status Existing road with majority of length unimproved along Murrieta/Temecula Creek ROM Construction Cost Estimate $10.7 million
Issues •
Access to Murrieta Creek and Temecula Creek •
Temecula Creek undercrossing at I‐15 Strategies for Implementation •
Connects Routes 5, 15, 17, 18, 19, 20, 21, and 23 •
Future transit linkage at Lake/Alberhill, Wildomar (via Route 19), and Murrieta/Temecula (via Routes 21 and 23) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 97
0
ST
LM
HA E
YE
S
AV
E
KEEN RD
A RD
RD
FL
AT
S
JU
NI
P
ER
PIERSON RD
CORTRITE AVE
HOMELAND AVE
BRINLEY ST
BEELER RD
WASHING
BOREL RD
FO
X
ANZA RD
TEMECULA
O LA
ORT
DE P
RD
PE
CH
AN
G
RD
§
¦
¨
RD
LF S
WO
D
ER
TOR
A
PK
W
ZA
AN
Y
E
N
VI
ER
D
FR
ON
TA
G
PALA RD
98
RD
RD
LA
ST
ST
SI
M XTH
AI
N ST
ST
OL
PUJ
RD
GO
TIA
SAN
15
June 2010
JUDITH ST
RD
IN
CH
ES
TE
R
ELLIOT RD
/W
ST
FUER
TE R
D
DIAMOND VALLEY LAKE
EUCALYPTUS RD
HALLBERG AVE
SH
-7
9
T
DS
S
LE
E
POURROY RD
BA
PAU
LINDA ROSEA RD
RD
RD
AGEN
A
PA
Z
RD
ST
ER
W
IN
CH
E
RD
RNIA
IFO
CAL
HO
C
N
RA
TEMEKU HILLS ASSN
MORAGA
O
RI
D
SR
OW
EAD
CARANCHO RD
D
SR
O LA
NIC
SOUTH LOOP RD
KAHWEA RD
RD
RO
QUE
EL PRADO RD
ROSALES
AVE
EY
LR
DE
L
DE
RD
AULD RD
ST
RD
YNEZ
LLA
LA VE
DE
AN
ZA
LEON RD
SULTANAS RD
VERBOOM ST
LA VENTANA RD
ST
THOMPSON RD
BENTON RD
LEON RD
TE
DA
A
VIA V
RD
ON RD
CAMAR
O
RR
CE
EL CALA
MAR RD
MALONE AVE
MURRIETA
RD
RD
D
VAIL R
JO
NM
GLE
D
LR
RE
BO
HUNTER RD
AZ
DI
G
FI
RD
ST
RD
CK
BU
RD
ST
O
D
RD
VA
UA
G
A
ST
AV
E
RD
E
AV
LN
O
NC
E
LI
AV
E
O VE
NR N A
O
M ISO
AD
M
E
AV E
N
VE
V
SO S A N A
E
ER M
TO
AV
FF ADA NG
S
JE
HI
YE
AS
HA
W
S
CK
OS
W
HI
TE
W
O
LI
CE
E
AV
E
AV
S
LO
AM
AL
ST T
IA S
M B
E
VI
LOS GATOS RD
EMPEROR RD
LOS ALAMOS HILLS
N
SO
CK
JA
AM
AD
RD
RANCHO
CALIFOR
NIA RD
RD
UZ
MICA RD
TAPATI
RAY ST
GUNTH
ER R
D
MALAGA RD
MALAGA RD
TON ST
ZEIDERS RD
ST
HA
NC
O
A
CC
BE
RE
YATES RD
TOWNVIEW AVE
EG
CREAG AVE
MELBA AVE
PICO AVE
MENIFEE RD
SAVOIE ST
KIWEBRE RD
TM
NU
AV
E
Y
IV
L
DE
LEON RD
HAUN RD
ANTELOPE RD
SHERMAN RD
HOWARD RD
MC BOB RD
RD
BAXTER RD
CATT RD
PRIELIPP RD
OS
A
ED
NA
BA
RO
NA
RT
RD
UG
A
RD
KELLER RD
PORTH RD
SIERRA MARIA RD
TO
KURT ST
COX RD
R
EE
GR
CLINTON KEITH RD
L
KA
ST
LORETTA AVE
KELLER RD
EPPLE ST
LA ESTRELLA ST
CRAIG AVE
SCOTT RD
WILDOMAR
JA
NA
TE
AN
IT
RA
WICKERD RD
LORETTA AVE
RD
RD
TENAJA
BRADLEY RD
EVANS RD
MELVIN ST
GEARY ST
BYERS RD
DEBON ST
LYNX RD
ELIZABETH AVE
C
AN
YO
N
BU
N
D
Y
SAUER RD
SUNSET AVE
PALM AVE
R
D
LOS
TR
D
CHERRY ST CHERRY ST
R
D
ANO CREST RD
HOLLAND RD
PAT RD
CATT RD
MC
VI
S
PA
SA
DE
NA
ST
CA REF
A
R
ST ST
UN
PA
LO
IO
N
M
AR
GR ST
ST
AN
D
AV
E
TH
EF
AR
M
W
R
IG
H
T
BUSBY RD
TUPELO RD
GARBANI RD
I PKWY
DOMENIGON
ST
MAR
GO
ORANGE ST
ORCHARD ST
CO
RY
DO
N
ST
WAITE ST
ST
RD
AN
S
T
HADDOCK ST
OLIVE AVE
IA
EL
AB
STO
NE
M
ST
WHITE ST
EL NIGU
EL RD
O
GA
FFO
RD
RD
OKUMA RD
SIMPSON RD
RD
T
AV
E
BR
YA
NT
ADELFA
ST
CO
M
CE
RE
AL
S
HOLLAND RD
9TH ST
RR AVE
RD
MENIFEE LAKE PARK
TUPELO RD
GRAND AVE
N
SO
ER
D
HA
YS
HEMLOCK ST
RD
MALAGA
þ
}
|
·
MILAN RD
W
RA
DIV
ID
TER ST
DAILY RD
HAWTHORNE ST
T
LIN
ES
YON RD
RAILROAD CAN
T
ES
AP
GR
RD
AIN
RT
ROCKPO
MENIFEE
LA PIEDRA RD
VICTO
R ST
ST
PARK AVE
NEWPORT RD
NORMANDY RD
STETSON AVE
79
LA VENTANA RD
GOETZ RD
ST
CANYON LAKE
R
OMA
WILD
SM
E
ASPEL RD
MURRIETA RD
VALLEY BLVD
11TH ST
R
D
LS
N
IC
H
O
10
TH
LAZY CREEK RD
CANYON LAKE
HEM
RD
RICE
E
AV
ST
RALPH RD
MA
CH
AD
O
ST
H
N
L
PI
TATE RD
INYO RD
DOUBLE BUTTE PARK
ADAMS ST
S
LA
L
CO
LIN
74
SHADEL RD
MCCALL BLVD
CARMEL RD
LAKE ELSINORE
þ
}
|
·
ROUSE RD
CHAMBERS AVE
MATEROS RD
215
MARRELLI RD
SYLVES
§
¦
¨
BRIGGS RD
KABIAN COUNTY PARK
LINDENBERGER RD
WHEAT ST
MCLAUGHLIN RD
TURFWOOD ST
MCKINLEY RD
WATSON RD
SAN JACINTO RD
LAKE ELSINORE
MAPES RD
BARONI RD
WATSON RD
JA
CK
SO CIDER ST
N
AV
E
ETHANAC RD
FLOYD AVE
CALDERA ST
ELLIS AVE
MALAGA RD
GOETZ RD
B ST
HYATT RD
ST
EY
AN
FLIN
CH SUM
TS
T
NER
AVE
GRA
HAM
RD
AVE
GE
RID MILL ST
DAWSON RD
SAN JACINTO RIVER
MAURICIO ST
E
E AV
BRID
MC
RY
JO
AN
Y
AV
AV
E
E
RD
NOGUES RD
FARGO ST
DALES ST JUNIPERO RD
MENIFEE RD
CA
SE
EDWINA RD
BLANIK AVE
PALOMAR RD
G ST
D ST
A ST
F ST
B ST
PERRIS
MOUNTAIN AVE
MAPES RD
SAN JACINTO AVE
7TH ST
MINTON RD
²
BRADLEY RD
PHILLIPS ST PHILLIPS ST
MARIE ST
SOPHIE ST
THEDA ST
WALLACE AVE
EL FRESCO RD
MAIN ST
SPRING ST
ROBERT ST
THEDA ST
TOOKER ST
PEACH ST
ST
PLUM ST
LAKE
þ
}
|
·
74
£
n
Reference Corridor
ON AVE
TRUELS
READ ST
REISS RD
RD
FISHER ST
ELLIS AVE
FLORAL AVE
TERRACE AVE
RD
§
¦
¨
DEPRAD ST
2
Miles
WITT ST
POST RD
LA BARRANCA RD
TONEY ST
LOPEZ ST
OLD RD
PIEDRAS RD
RR
D
RD
1
RD
E LL
LIND
RD
RO
TO
EL
KO
EPF
E
EL NIDO
0.5
SKY MESA
WILD ONION RD
15
NA
VA
JO
SAN JACINTO AVE
RIVER RD
OLIVE ST
CORRIDOR 16 - LAKE ELSINORE MURRIETA & TEMECULA CREEKS
PLAN NETWORK
ST
RD
5.17 Route 17: Nichols - Perris Blvd.
Zones Southwest and Central Segments •
Nichols •
Riverside •
Theda •
Orange Empire Spur •
Perris Profile •
Approximately 18.1 to 18.4 miles serving cities of Lake Elsinore and Perris and unincorporated Riverside County •
Includes alternative to Orange Empire Spur (“A” Street), shown as 17A on the NMTP Network Exhibit Status Majority (60 percent) of route is unimproved with pavement limited to Nichols Road and Perris Blvd. ROM Construction Cost Estimate $370,000 Issues •
MSHCP concerns •
Crossing at State Route 74 Strategies for Implementation •
Future transit linkage in Lake Elsinore (Nichols) •
LE E
AR
D
LA K
E
BEARDSLEY RD
DE
PA
LM
RD
June 2010
RD
ST
GREELEY RD
IDALEONA RD
Y
CK
RO
AS
RD
LADRILLO ST
NI
CH
OL
LE
AB
CO
LL
IE
R
AV
E
OLIVE ST
HIDDEN VALLEY RD
ALDER ST
BIRCH ST
GUSTIN RD
EL
NID
OR
D
RD
EL MINERAL RD
ROCKY GLEN RD
F
UF
BL
RD
PANSY ST
BENSON ST
ZENO ST
LAKE ELSINORE
15
§
¦
¨
CR
OP
RD
PLACENTIA ST
SMITH RD
REBA RD
CEDAR ST
GOLD VALLEY RD
CH
IP
P
WOOD RD
MARISOL RD
RD
NEIL RD
SHARON ST
STARINA ST
NICHOLS RD
EW
A
SAN
TA R
O
BLUE SKY RD
VERTA ST
HICKS ST
MARTIN ST
RIDER ST
CEDAR ST
TONEY ST
RI
VE
R
RD
SUZAN ST
74
MARRELLI RD
WI
TH
ER
SR
D
ORANGE AVE
LEXINGTON RD
CALLOWAY ST
ELLIS AVE
FISHER ST
DEPRAD ST
LOPEZ ST
LOUISE ST
EUGENE ST
MARGARTH ST
SHARP RD
OLYMPIA AVE
OLIVE AVE
0.5
WALNUT ST
RIDER ST
CAJALCO RD
METZ RD
BETTY RD
MARGARTH ST
1
PERRY ST
7TH ST
TE
XA
S
MORGAN ST
DAWES ST
RAMONA EXPY
²
£
n
FIRST ST
ORANGE AVE
B
ST
SOTELO
RD
MONUMENT PKWY
ETHANAC RD
S WATSON RD
CA
SE
PEGASUS RD
BLUEBELL ST
SANTA ROSA RD
VISTA RD
MORELAND RD
MAPES RD
BENIGNI RD
ELLIS AVE
SYLVIA AVE
TATE RD
EL PUENTE ST
ST
BLANIK AVE
ER
RT
MARTIN ST
VE
BA
E
AV
12T A
HS
T
BLVD
GUAVA ST
SIMPSON RD
MC C
ALL
MENIFEE
ROUSE RD
BARONI RD
WATSON RD
MO
JA NRO
CIDER ST
CK E
SO AV
N E
AV
E
MA
TT
HE
W
S
RD
MCLAUGHLIN RD
SHADEL RD
215
§
¦
¨
RIDER ST
PO
SAN JACINTO AVE
WATER AVE
CITRUS AVE
MCCALL BLVD
CHERRY HIL
LS BLVD
CHAMBERS AVE
WATSON RD
LAKE PERRIS
WALNUT AVE
MAPES RD
ROUSE RD
RD
SAN JACINTO RIVER
FLOYD AVE
7TH ST
PERRIS
ARTLO AVE
MAPES RD
NUEVO RD
YORBA ST
REGALA ST
PERLA ST
VALLEJO ST
MILDRED ST MILDRED ST
METZ RD
JARVIS ST
EVANS ST DALE ST EVANS ST
MALBERT ST
MOUNTAIN AVE
THIRD ST
RIDER ST
PARULA ST
PLACENTIA AVE
CHANT ST
CORRAL ST
RANCH ST
FARMERS FAIRGROUNDS
Reference Corridor
MORGAN ST
BOTAN ST
SINCLAIR ST
ARNOLD AVE
LEMON AVE
AVOCADO AVE
CITRUS AVE
METZ RD
SAN JACINTO RD
AV
E
Miles
SINCLAIR ST
MORRIS ST
NUEVO RD
SUNSET AVE
2
PERRY ST
MILLER ST
LEMON AVE
CITRUS AVE
RHODES AVE
WATER ST
CANYON LAKE KABIAN COUNTY PARK
CANYON LAKE
AUBRY ST
MAURICIO ST
TYSON RD
RIVERSIDE ST
HYATT RD
CLAIRE RD
LITTLE VALLEY RD
WALN
UT ST
ZELMA RD
FLORAL AVE
CYPRESS AVE
TERRACE AVE
MOUNTAIN AVE
þ
}
|
·
KINNEY ST
SAN JACINTO AVE
MARIE RD
MICHAEL RD
LOPEZ ST
MUNDO AVE
HENSLER AVE
CARLITA ST
FOX RD
JEAN ST
PINEWOOD ST
MACK ST
CHURCH ST
SA M
INE
RD
EUPHEMIA RD
ANN RD
NIRO RD
T
IN S
RD
T
MAR
RID
ER
COLE AVE
RIDER ST
CAJALCO RD
HAWKHILL AVE
CA
NY
ON
A
IT
EL
PLEASANT VALLEY RD
WILD ONION RD
EM
ARCHER RD
LUCHS RD
HIEDIS HAVEN RD
FARLEY AVE
SC
AL
IN RD
TE
ME
FOX C
ROFT
RD
MOUNTA
N CA
NYON
RD
HIG
HCL
IFF
OLIVE ST
OAK ST
OLIVE ST
CAJ
BRYAN LE
E RD
D
OR
ALC
PIEDRAS RD
BARTON ST
GILMER RD
JUNIPER RD
LA BARR
ANCA RD
UNA ST
UNA ST
BARNES RD
SA
MEAD ST
STEPHANIE ST
THELMA ST
CARROLL ST
BRYON ST
PEACH ST
LAKE MATHEWS
REISS RD
ALEXANDER ST
RD
PLUM ST
CLARK ST
CLARK ST
BROWN ST
POST RD
INDIAN ST
HAINES ST
LEE RD
OLD RD
MC KIMBALL RD
SCOTTSDALE RD
THEDA ST
GARZA RD
DAY ST
MARSHALL ST
SPRING ST
DIANA ST
BARRETT AVE
PERRY ST
SOPHIE ST
HAINES ST
READ ST
BRADLEY RD
WEBSTER AVE
WEBSTER AVE
SEATON AVE
COX ST COX ST
PATTERSON AVE
TOBACCO RD
MCPHERSON RD
ANTELOPE RD
LANE ST
ROBERT ST
MARIE ST
EL FRESCO RD
DAWS
O
CRILLY RD
RD
HORSETHIEF
CANYON
GOETZ RD
0
PHILLIPS ST
REDLANDS AVE
REDLANDS AVE
POZOS RD
CORRIDOR 17 - NICHOLS - PERRIS BLVD
VISTA AVE
ALBA ST
BYERS RD
PALOMAR RD
REDLANDS AVE
KITCHING ST
WILSON AVE
JOHNSON AVE
RIVER RD
WITT ST
PARK AVE
A ST
B ST
B ST
C ST
JOHNS RD
C ST
D ST
RICHARDS RD
PERRIS BLVD
F ST
JOHNSON AVE G ST
RIVER RD
BRADLEY RD
BA
VE
EVANS RD
MURRIETA RD
MURRIETA RD
PICO AVE
PICO AVE
ANDERSON RD
THEDA AVE
THEDA ST
WILKINSON ST
TOOKER ST
ROSALIA AVE
WHEAT ST
RR
D
KO
EPF
E
R
D
LS
N
IC
H
O
LINDELL RD
11TH ST
LAKE ST
IRMA ST
HULL ST
FOOTHILL AVE
EVANS RD
EVANS RD
DAWSON RD
EL NIDO AVE
EL NIDO AVE
BARNETT RD
PALOMAR RD
PALOMAR RD
AV
E
CH
AS
E
RE
S
OLIVAS AVE
RAY ST
OLIVAS AVE
LT
ER
HAMMACK AVE
SMITH RD
GEARY ST
RD
VD
BL
VALLEY BLVD
RD
RO
MURRIETA RD
CH
AN
LR
SHERMAN RD
L
BE
ANTELOPE RD ANTELOPE RD
ASPEL RD
TO
EL
Y
LE
VINE ST
MP
CA
ST
SUN CITY BLVD
JUNIPERO RD
100
MA
NOR
L
VA
DURANT ST
DALES ST
GAVILAN RD
GUNTH
ER RD
RD
CUMMING AVE
RD
MCKINLEY RD
RD
JO
VA
NA
MENIFEE RD
AV
E
C
AV
E
A AVE
LA SIERR
ND
LA
OR
ER
VO
IR
RD
RD
HEADLY
RAMONA AVE
HILLS RANCH RD
ROSARY AVE
HN
JO
RD
RE
INO
ELS
OLD
A
OH
AL
MALAGA RD
EY
RL
HA
AVE
MALAGA RD
WY
D
RR
LE
VILL
HAR
RD
GE
NTA
RO
EF
TRUMBLE RD
RD
GOETZ
5.18 Route 18: San Diego Canal - Eastern Bypass
Zones San Jacinto‐Hemet and Southwest Segments •
San Diego Canal •
Washington •
Anza Profile •
Approximately 17.5 miles serving the communities of Winchester, French Valley, and Citrus/Vineyard in unincorporated Riverside County •
Rural/estate setting in middle segment Status Route is predominantly unimproved (future roads and existing water conveyance facilities) ROM Construction Cost Estimate $5.5 million Issues •
MSHCP concerns •
Access to state highway Strategies for Implementation •
Future transit linkage near Winchester/Domenigoni, Clinton Keith/Winchester Park and Ride (via Route 20) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 101
0
Miles
SEARL AVE
KARI RD
T
PATTON AVE
BEELER RD
L
CA
O
IF
LO
S
AM
AN
TE
S
R
D
P IC
OR
D
PIO
RD
AR
D
ME
S
R
D
ANZ
A RD
DANBY
RD
ALTANO
S RD
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CRE
TLE
TUR
102
RD
D
L ST RD
RE
HR
NNE
STO RANC
Y
CHA
LF
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BE
WO TULLE
AB
LOS
ST
STATE ST
CO
LT
RD
PRATT RD
RD
LOS
BAL
CA
GALWAY DOWNS
E
LAK
W
AR
N
ER
DE PORTOLA RD
VA IL
JO
H
N
N
ST
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ST
RD
TH
A
UB
PA
M
AI
RD
RD
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June 2010
RD
ST
CA
BR
ILL
O
ITA
PATE
RNO
ST
T
L
LO
RD
S
NA
VO
SA
RD
GO
NTIA
RD
ITA
GAR
MAR
S
NT
RO
NF
TOW
T
OL S
PUJ
FOX
RD
RD
LINDA ROSEA
ST
BARLETTA
OLD
SA
RD
A
RD
ST
VI
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RA
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RD
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RD
RD
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RD
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LOS NOGALES RD
RD
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DG
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DOW
MEA
L
DE
RD
MORAGA
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AV
AZ
DI
AGEN
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VI
S
CALAVERAS RD
W
DO
N
SO
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JE
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RD
RD
ANCHO RD
HO
NC
RA
IA
RN
RD
LA
ERG ST
OSTERB
RD
O
NT
E
VI
S
MONTE DE ORO
RD
TA
DE
L
M
BE
A
ND
RE
RD
REY
DEL
YUKO
N RD
PALM AVE
RD
ST
AG
E
GRIGG RD
JUDITH ST
ARROYO RD
WASHINGTON ST
SOUTH LOOP RD
KS
OA
EN
GL
A
ME
CANTRELL RD
BUTTERFIELD STAGE RD
IEW AV
E
BUCK RD
BE
L
AV
E
AVE
SEVILLA
TR
AN
QU
ILA
GEISBAUER RD
CILU
RZO
TEMECULA
CAMINO
SIERRA RD
SUMMITVILLE ST
RD
KAHWEA RD
LA TERRAZA RD
RD
N
SCALO
RD
RD
EPID
INTR
GREEN MEADOW RD
T
TOWNV
BOREL RD
LIEFER RD
D
NO R
MILA
GR
AN
DE
RD
OS S
ANDR
S
OW
RD
EAST BENTON RD
BOOTLEGG
WARREN RD
POURROY RD
NAVION RD
RD
INCH
ESTE
R
SH-7
9/W
MOSER RD
MADDALENA RD
HAGUE ST
TAHOE ST
BEECH ST
T
DS
S
LE
E
LEON RD
GEMINA AV
E
KIWEBRE RD
LAKE SKINNER
ST
LL
WI
E
AV
RD
LL
HI
ER
OV
S
TI
O
RO
RI
PA
UG
H
BENTON RD
D
TR
HIL
NICO
LAS
RD
T
AS
CC
BE
JEAN NICHOLAS RD
RE
D
OR
AG
LID
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RD
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PIN
REY
TOR
ST
TE
DA
RD
BOREL RD
BARR
ANCA
RD
UR
SP
YATES RD
JUBILEE RD
THOMPSON RD
GENOA ST
ALLEN ST
RD
TACK RD
BRANW
IN ST
E
AULD RD
EDA ST
ANDROM
YORKTON RD
ROSSITER RD
HUNTER RD
RVE AV
FERN ST
RD
NE
WB
YR
D
ALDEN RD
T
MS
NIU
RA
GE
EW
N
SO
ST
AULD RD
SALLY ST WASHINGTON ST
SLOUGH RD
LOUISE RD
LEON RD
POURROY RD
BRUMFIELD ST
R
LE
WHIPTAIL RD
RD
A
PORTH RD
DONALD RD
MURRIETA
HORNING RD
HOLCOMB RD
EUCALYPTUS RD
LA VENTANA RD
HALLBERG AVE
BRIGGS RD
MIRA ST
LINDENBERGER RD
MENIFEE RD
EDEN AVE
CHRISTINE ST
ELLIOT RD
PAT RD
SK
YV
I
ALGA
RD
RD
RTOLA
DE PO
RUFT RD
L
KE
W
RA
RD
TA
I
EL
AB
N
LEO
SIDELINE RD
LOS ALAMO
S RD
CLINTON KEITH RD
RD
RD
E RD
IE ST
SAVO
GARY RD
IN
SK
CK
BU
E
NIE D
BON
KOON ST
COOKIE RD
BAXTER RD
RD
S
VI
KELLER RD
PAT RD
HIDD
EN V
ALLE
Y
LORETTA AVE
HILTON RD
BAXTER RD
VILL
AGE
LE GRANDE RD
WICKERD RD
CURZULLA RD
PAT RD
BATZ RD
CRAIG AVE
LORETTA AVE
MC DONALD ST
MAPLETON ST
KELLER RD
ANO CREST RD
N
SO
EAGLE RD
SCOTT RD
SI
X
DIAMOND RD
JOYCE RD
W
RA
LOS CARRIZOS RD
SUGAR ST
HOLLAND RD
ARMSTRONG RD
SLA
TER
KOODEN RD
AVE
BELL MOUNTAIN RD
PALOMAR RD
LYON AVE
DOMENIGONI PKWY
DIAMOND VALLEY LAKE
RD
HALEBLIAN RD
ARBOL RD
HEMET
WARREN RD
LEVIE RD
RO
HOLLAND RD
GARBANI RD
EPPLE ST
CAPRA RD CAPRA RD
MENIFEE RD
Reference Corridor
²
I
SP
MENIFEE
BREDA AVE
2
E NEWPORT RD
BUSBY RD
MENIFEE LAKE PARK
MASON AVE
1
SE
TA
S
RD
NEWPORT RD
ROCKPORT RD
E
ID
RD
PATTERSON AVE
OLIVE AVE
SALT CREEK RD
LS
AI
TR
RICE RD
HADDOCK ST
BEELER RD
E
IFE
MEN
LINDENBERGER RD
A ST
GUAV
ADAMS ST
LA VENTANA RD
BRINLEY ST
SIMPSON RD
COLBURN ST
SH-79/WINCHESTER RD
CORRIDOR 18 - SAN DIEGO CANAL EASTERN BYPASS
PLAN NETWORK
0.5
MONTE VE
RDE RD
5.19 Route 19: Bundy Canyon - Scott
Bundy Canyon •
Scott Road Profile •
Approximately 12.7 miles serving the cities of Menifee and Wildomar and unincorporated Riverside County •
Rural/estate setting in middle segment Status Existing streets predominantly below General Plan designation ROM Construction Cost Estimate $253,000
Issues •
Construction estimate assumes roads will be built to General Plan standard through separate effort Strategies for Implementation •
Future widening to General Plan standards can facilitate new bike lanes Key Connections •
Future transit linkage in Wildomar WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 103
0.5
1
Miles
NORMANDY RD
LINDENBERGER RD
LA VENTANA RD
HOLCOMB RD
BEELER RD
EUCALYPTUS RD
PINES AIRPARK RD
ELLIOT RD
RD
KOODEN RD
TE
R
SHA
DYV
IEW
IN
CH
ES
M ST
ANIU
GER
/W
AVE
ARMSTRONG RD
COOKIE RD
DATE
PALM
BRUMFIELD ST
SH
-7
9
ST
ALGARVE AVE
POURROY RD
ST
PAT RD
SIDELINE RD
YATES RD
JUBILEE RD
LOS ALAMOS RD
ST
TAHOE ST
ST
APPLEGATE RD
CADY RD
HAGUE ST
AULD RD
ST
T
AS
CC
BE
RE
MOSER RD
RA
NC
H
BENTON RD
MADDALENA RD
SK
I
GENOA ST GALLEANO AVE
RE
DO
AK
LEON RD
LOS ALAMOS HILLS
COGNAC ST
THOMPSON RD
LEEDS ST
LIBERTY RD
MURRIETA
PORTH RD
LOS ALAMOS HILLS
LOS ALAMOS HILLS
AULD RD
KJERSTI RD
SLA
TER
IE
SAVO
CLINTON KEITH RD
WASHINGTON ST
POURROY RD
SLOUGH RD
EDEN AVE
BAXTER RD
BRIGGS RD
MENIFEE RD
CAPRA RD
EPPLE ST
WARE ST
GATINEAU ST
RAVENNA ST
CLINTON KEITH RD
BAXTER RD
ST
BUSMAN RD
CHRISTINE ST
LOUISE RD
LEON RD
ST
PE
TU
NI
A
PAMPLONA AVE
WALT RD
MC ELWAIN RD
ANTELOPE RD
CA
VE
SA
VE
BU
RO
AK
HALLBERG AVE
BRIGGS RD
LOS CARRIZOS RD
LINDENBERGER RD
MENIFEE RD
HALEBLIAN RD
BAILEY PARK BLVD
ZEIDERS RD
MIRA ST
EASTRIDGE AVE
PALOMAR RD
HAUN RD
HAUN RD
KURT ST
HOWARD RD
GLORIA RD
BELL MOUNTAIN RD
ME
NI
FE
E
HARDEN ST
KURT ST
KRUBSACK RD
CHANEY RD
MC BOB RD
T
MURA
NO S
KS RD
RNIA
OA
CALIF
O
SU
MA
PORRAS RD
GEORGE AVE
RD
SHERMAN RD
EVANS RD
TUCKER RD
COX RD
BUCKWHEAT RD
WILD LILAC RD
DAILY RD
PENCIN RD
MURRIETA RD
GEARY ST
BYERS RD
DEBON ST
LYNX RD
SUNSET AVE
RD
THE FA
RM
RD
CA
NY
ON
BU
ND
Y
SAUER RD
TOOLE RD
ARNETT RD
BALSAM ST
PRAIRIE RD
ST BILLIE ANN RD
RE
FA
ST
MC
VI
CA
R
SUSAN ST
ST
RI
CK
FR
ED
E
WHITE ST
WRIGHT RD
SUNSET AVE
DEBON ST
PALM AVE
JAN AVE
PINE AVE
LO
ST
RD
CHERRY ST
ORANGE ST
ST
Y
W
ES
LE
ST
GR
EL
UW
M
EL
ST
LS
T
EL
M
ST
CE
S
N
PA
TR
SA
AL
DE
AV
NA
E
ST
SO
N
SELLERS RD
CHERRY ST
ORANGE ST
ST
ST
R
CO
RY
DO
N
BE
EC
HE
ST
BR
YA
NT
W
IL
KARA ST
RUFT RD
PAT RD
PAT RD
KELLER RD
KOON ST
ST
ST
STEPP RD
RD
RAWSON
A
ST
ON
NY
PI
S
AK
SOMERS RD
LORETTA AVE
HILTON RD
RD
N
AN
TM
NU
EG
NO
TO
RL
CA
ST
M
LE
ST
E
AV
June 2010
G
EN
O
AK
CATT RD
ILE
ST
CA
AK
O
E
AV
ES R
D
AV
E
N
OS
A
LOS
ROB
L
K
EE
CR
RD
ST
ROVE
MANG
LI
PRIELIPP RD
WYMAN RD
AARON RD
GS
IG
BR
MIGUEL RD
LE
D
RR
EE
GR
ST
LORING RD
K
AN
FR
RD
D
SR
NG
RI
RD
SP
S
NE
LA
E
GE
STA
RD
GREYHAWK
I
OM
AM
CH
K
OC
ST
ST
LA ESTRELLA ST
L
AB
ST
ST
NA
N
EN
DD
HI
ST
E
WANKI AV
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ENDERL
DU
NN
ST
DEVON ST
LA ESTRELLA ST
GLAZEBROOK RD
LORETTA AVE
MC DONALD ST
CURZULLA RD
MAPLETON ST
DUTCH RD
WICKERD RD
SCOTT RD
L
RY
BE
LE GRANDE RD
CRAIG AVE
I
EL
AB
ST
KELLER RD
EAGLE RD
E NEWPORT RD
ANO CREST RD
E RD
AR
KELLER RD
WICKERD RD
ST
OM
HEIM ST
WILDOMAR
E
AV
PA
L
AT
M
ST
O
M
AV
E
ELROY RD
WICKERD RD
HOLLAND RD
SUGAR ST
GARBANI RD
IA
TT
BAXTER RD
VAUGHAN-BENDA RD
OKUMA RD
TUPELO RD
D
ER
OV
GR
IVE
OL
GROVE ST
RD
KELLER RD
D
LR
EA
ON
WALNUT ST
CO CAS
M HE
O
ST W S
T
T
CI
LL
HI
DANIEL RD
SE
IN
BUNDY CANYON RD
S
RU
TUPELO RD
GARBANI RD
PO
WAITE ST
ALK RD
CORNST
BETH AVE
CRAIG AVE
ANO CREST RD
E
NIE D
BON
T
STORY RD
GAFFORD RD
MUSICK RD
CRAIG AVE
WALDON RD
HOLLAND RD
ST
ALMOND ST
D
RR
BEVERLY ST
AVE
TREE
WIND
UN
IO
N
ENNIS ST
CARL ST
RAYMOND ST
LEMON ST
GR
AN
D
FIR ST
HOLLAND RD
TH
OR
ST
ORANGE ST
VINE ST
MELVIN ST
BYERS ST
H
IL
C
AN
YO
N
D
O
T
ES
AP
GR
MA
DO
WIL
104
CE
RE
AL
S
YUCCA ST
LA PIED
RA RD
TW
EN
BR
O
YW
BA
RD
LA PIEDRA RD
CORSON AVE
MENIFEE
HEMLOCK ST
OLIVE ST
RED FOX RD
GEARY ST
R
D
LS
SAN JACINTO RIVER
A
LAG
MA
HAWTHORNE ST
HOLLAND RD
OLD WINDMILL RD
FARMINGTON RD
BUSBY RD
ROCKPORT RD
MENIFEE LAKE PARK
BRADLEY RD
LA PIEDRA RD
RAILROAD CANYON RD
LAKE ELSINORE
NAPA ST
GOETZ RD
SWIFT ST
YOUNG DOVE ST
KE
LA
ON
CA
NY
CANYON LAKE
NEWPORT RD
D
PR
OO
HL
RT
O
N
RICE RD
²
2
SALLY ST SALLY ST
0
WASHINGTON ST
CORRIDOR 19 - BUNDY - SCOTT
Reference Corridor
5.20 Route 20: Murrieta Creek – French Valley
Nutmeg •
Clinton Keith •
Benton Profile •
Approximately 9.9 miles serving Murrieta and the community of French Valley in unincorporated Riverside County •
Potential NEV route Status Existing road plus 2.5‐mile extension of Clinton Keith
ROM Construction Cost Estimate $139,000 Issues •
Requires construction of Clinton Keith in French Valley Area Strategies for Implementation •
Future extension of Clinton Keith to General Plan standards can facilitate new bike lanes Key Connections •
Future transit linkage at Clinton Keith/Winchester Park and Ride WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 105
CORRIDOR 20 - MURRIETA CREEK - FRENCH VALLEY
0
0.25
0.5
1
Miles
HILTON RD
RD
ER
ST
O THE FAR
O
M RD
R
SPLIT RAIL RD
POURROY RD
SALLY ST
ST
YATES RD
JUBILEE RD
JUBILEE RD
RENOIR RD
WASHINGTON ST
MOSER RD
CADY RD
BENTON RD
GALLEANO AVE
MADDALENA RD
GALLEANO AVE
AULD RD
PRISCILLA ST
BOOTLEGG
SEVILLA AVE
POURRO
Y RD
TEMECULA
LIE
FER
RD
BOREL RD
MAZOE ST
POURROY RD
NAVION RD
SHREE RD
LEON RD
AVE
GILL ST
SALLY ST
RD
TE
R
IN
CH
ES
/W
SH
-7
9
POPPY ST
TAHOE ST
ST
APPLEGATE RD
RED OAK ST
BRIGGS RD
LA
LU
NE
PICTOR AVE
AV
E
RD
SH-7
9/W
INCH
ESTE
R
TE
DA
ST
RIVERA ST
ENC
AN
TO
RD
BOREGA RD
T
SPR
ING
SR
D
DATE ST
VIEW
T
BA
NY
AN
S
HO
T
BANDELIER RD
GENOA ST
PR
ROSALES AVE
OM
ON
TO
RY
PK
W
Y
TOWN
ST
N
E
BRA
NW
IN S
HAGUE ST
LEON
RD
LEEDS ST
LEON RD
LIBERTY RD
BRIGGS RD
PAHL RD
JA
YL
E
MUR
RIE
TA
FOREST
EPPLE ST
MASON AVE
SA
VE
BU
RO
AK
RD
SK
YP
AR
K
ST
BOREL RD
AVE
D
LEON RD
DR
IFT
WO
ARMSTRONG RD
OD
ST
D
SLA
AT
KOODEN RD
TER
E
TA
AVE
PA
HO
LM
E
ST
ST
ELLIOT RD
WALT RD
T
MURA
NO S
ANTELOPE RD
MC ELWAIN RD
EV
AN
DE
LR
D
WINKLER ST
CAPRA RD
MOCKINGBIRD AVE
WOODLANDS AVE
HUNTER RD
SE
ST
THOMPSON RD
ALLEN ST
S
LOW
WIL
W
SE
RO
OO
MARGARITA RD
E
AV
G
FI
ST
T AVE
ERBIL
VAND
E
AV
AV
E
E
AV
LN
E
AV
VA
UA
G
ST
JA
N
SO
CK
O
NC
LI
ST
RINGS RD
JACKSON AVE
PORRAS RD
IODINE SPRINGS RD
GEORGE AVE
MENIFEE RD
SUSAN ST
RD
CRE
ST
AR
POP
L
HIDDEN SPRINGS RD
CAPRA RD
KIWEBRE RD
ROSSITER RD
G RD
OLD SPRIN
RO
GE
RS
DA
LE
E
O
NR
RN
O
TH
ANDROMEDA ST
HAZEL GLEN RD
YORKTON RD
MITE
S RD
NOLL
BERLIE ST
SKIPPER RD
SOMERVILLE RD
ALGARVE AVE
GABRIEL METSU ST
YOS
E
MARDEN RD
CA
LIF
OR
NIA
OA
KS
RD
MONROE AVE
AV
E
HO
LS
TE
D
ARIEL ST
RD
ST
K
GREEN
WO
OD
RD
RD
TA
RIE
UR
O
M
W
HA
RD
RD
CK
E
AV
E
AC
PE
AULD RD
N
TE
CH
HA
PLE RD
SHADY MA
ER
ST
A
O
NC
HA
N
ST
ST
E
AV
E
AV
CE
LI
WH
ITE
HOT SP
MURRIETA
O
IS
AD
M
Y
IV
Y
JA
E
ST
AV
C
N
NA
SO
RA
CK
SA
E
JA
AV
E
O
NR
O
M
E
AV
ST
ST
UM
PL
NI
JU ST
C
ST
D
E
AV
B
R
PE
P
NI
JU
M
TA
VIS
S
AY
CL
W
NE E
AV
H
E
4T AV
H
5T
ST
ST
RD
AN
RD
ST
E
AV
A
ST
AS
AV
E
N
IA
M
SO
N
VE
NA
NR
OE
C
BE
ST
E
AV
ST
ST
N
IA
US
ST T
L
S
DA
NO
AN ABIA
ER
T
IP
N
JU
M
O
MA
S
AM
AD
AY
CL
E
AV
June 2010
AV
E
E
AV
L
KA
ST
N
O
W
NE
S
KALMIA ST
A
N
TO
RD
Y
NN
JE
UI
LL
N
RD
YE
HA
JA
NA
TE
NG
HI
AS
W
E
AV
TO
ER
LL
FU
N
AQ
SO
ER
FF
JE
M
LE
S
E
AV
LY
LI
IS
BR
L
CO
LIN
NO
AG
M
ST
ST
AL
M
D
O
A
LI
O
IS
AD
M
YE
HA
O
EW
G
SA
ST
S
LA
BU
SM
HN
JO
E
AV
EG
NUTM
RD
RD
RD
LOS ALAMOS HILLS
ES
JAM
E
AV
O
AC
CH
N
O
NY
CA
AL
IV
ST
FE
E
AV
RD
CK
D
O
OO
NC
HA GEW
D
RI
ST
S
ST
WOODLEAF
ST
KATHRYN
MURRIETA
EG
PERRY RD
RD
TER
HUN
TM
NU
ST
EW
BEECH ST
ST
PORTH RD
CROSSPATCH RD
E
CH AV
BRAN
LONG
AK
LOS ALAMOS RD
LOS ALAMOS HILLS
LOS ALAMOS HILLS
ILE
ST
CA
AM
AD
A
DR
AN
M
O
CLINTON KEITH RD
SIDELINE RD
KE
CH
ER
OK
FERN ST
EE
RO
BLAZING STAR ST
ST
ST
E
AV
G
EN
M
LE
N
AN
RAVENNA ST
W
HA
ST
PAMILLA
M ST
ANIU
GER
A
N
AK
O
ST
RD
K
EE
CR
WARE ST
YE
COTTONWOOD RD
SHA
DYV
IEW
I
EL
AB
LI
KEVIN RD
WYMAN RD
IE ST
SAVO
VE
RC
O
RS
DE
ST
CA
RO
N
ST
KARA ST
SK
YV
I
ST
K
AN
FR
106
AR
BAXTER RD
STEPP RD
GATINEAU ST
T
SS
AK
NO
TO
RL
VE
A
A
C
KS
OA
A ST
ET
RI ON
R
Y
MU PIN
COOKIE RD
BAXTER RD
BRUMFIELD ST
A RD
OLE
RD
ST
CATT RD
SOMERS RD
Y
RO
UR
ST
PABESU RD
NICE AVE
PRIELIPP RD
ST
D
RR
EE
GR
L
K
AR
TP
ES
W
LORING RD
MIGUEL RD
LE
KJERSTI RD
N
RU
RD AIL
GS QU
IG
BR
AI
ET
RS
HO
LA ESTRELLA ST
P
AP
AB
CR
C
RUFT RD
PAT RD
BRIGGS RD
ST
LE
MI
MO
HA
PAT RD
PAT RD
PO
WRIGHT RD
DEVON ST
WILDOMAR
LA ESTRELLA ST
OM
²
KOON ST
TRIPLE C RANCH RD
PA
L
Reference Corridor
RD
5.21 Route 21: Three Creeks
Zones Southwest, Central, and San Jacinto‐Hemet Segments •
Leon •
Tucaloca Creek •
Santa Gertrudis Creek Profile •
Suitable for Class I/II route and Multi‐use trail •
Approximately 6.5 miles serving Temecula and the community of French Valley in unincorporated Riverside County Status Short segment on existing road with balance on trails, dirt roads, low volume rails, and Class I paths ROM Construction Cost Estimate $3.3 million
Issues •
Access to creeks Strategies for Implementation •
Connects Routes 16 and 20 •
Future transit linkage in Temecula and at Clinton Keith/Winchester Park and Ride WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 107
1
Miles
E
AV
WI
NC
HE
ST
ER
RD
N
TO
G
IN
LEON RD
RD
APPLEGATE RD
RED OAK ST
DIA
Z
POURROY RD
SH
-79
NAVION RD
SEVILLA AVE
POURRO
Y RD
OL
NIC
AR
D
GE
NE
RA
L
ANZA RD
RANC
H RD
RD
AS
SHREE RD
LEON RD
LOS CHORAS RANCH RD
RD
SERAPH
INA RD
AVE
AV
E
CA
RD
I
LIEFER RD
KE
A
RN
Y
RD
KE
BUCK RD
CANTRELL RD
FIESTA
LA
LU
NE
PICTOR AVE
AV
E
MOCKINGBIRD AVE
H LO
NORT
OP RD
A
ND
RE
BE
SOUTH LOOP RD
VISTA DEL
MONTE RD
RD
WEA
KAH
N
LA
CO
LIM
AL
ER
EN
BOREL RD
RD
NY
AR
RE
DEL
D
Y R TEMEKU HILLS ASSN PARK OS
RD
NIA
OR
ALIF
CILU
OC
H
C
RZO
RAN
RD
LO
W
Y
D
EN
D
Y
M
RE
NG
RD
YNEZ
E
AV
ST
/W
RD
RD
RD
TEMEKU HILLS ASSN PARK OS TEMEKU HILLS ASSN PARK OS
TEMEKU HILLS ASSN PARK OSTEMEKU HILLS ASSN PARK OS
TEMEKU HILLS ASSN
D
UAL R
PASQ
SAN
TEMEKU HILLS ASSN
TEMEKU HILLS ASSN PARK OS TEMEKU HILLS ASSN PARK OS
D
ITA R
TEMEKU
HILLS
ASSN
PARK
OS
R
A
ARG
TEMEKU HILLS ASSN
D
SR
A LE
OG
SN
M
TEMEKU HILLS ASSN
TEMEKU HILLS ASSN
A
UB
PA
RD
ALTANO
S RD
9
-7
SH
PK
S
RD
ST
R
TE
ES
CH
IN
D
NO R
D
MILA EADOW R
M
DEER
RD
BOOTLEGG
E
AV
RY
ER
CH
E
AV
PRISCILLA ST
N
TO
VD
BL
E
AV
CE
ON
DIS
MA
N
ER
NT
YE
HA
DE LU
Z
ST
S
OW
W
NE
TE
DA
TEMECULA
MARIA
N
ST
AR
LIN
G
ST
RO
RI
PA
UG
H
E
AV
D
RY
ER
CH
ST
ST
AU
VILL OWE R
GU
A
D
ST
A R GE RD
D
E
AV
ST
E
AV
R
RD
DIAZ
ST
AR
PE
S
E
AV
CE
AN
M
ES
/W
IN
CH
ES
BRIGG
S RD TE
R
T
RD
BA
NY
AN
S
LL
WI
TE
DA
R
SS
RD
IL
M
ST
AM
AD
LA
UG
DO
NE
AY
W
M
EL
NIA RD
CALIFOR
RANCHO
June 2010
ST
GILL ST
FF
RD
FO
ST
PI
NE
S
D
LAKE SKINNER
MAZOE ST
ENC
AN
TO
RD
BOREGA RD
T
SPR
ING
SR
D
DATE ST
TOWN
VIEW
ST
X
O
O
O
TA H
OT
TO
RR
EY
W
SE
RO
ST
O
NC
RA
KIWEBRE RD
MASON AVE
T AVE
ERBIL
VAND
VE
O
HO
SA
VE
ST
G
FI
BOREL RD
RD
E
AV
N
SO
CK
JA
E
AV
AD
AM
LN
E
O
NR
VA
UA
G
ST
ST
O
NC
LI
G
FI
O
M
N
W
E
AV
N
E
N
SO
CK
JA
AV
E
E
AV
O
BR
ST
HN
JO
BRA
NW
IN S
T
SP
RO
GE
RS
DA
LE
MUR
RIE
MARGARITA
T
RD
AULD RD
PR
ROSALES AVE
OM
ON
TO
RY
PK
W
Y
E
AV
HO
S
NG
RI
N
RD BRO
N
W
WOODLANDS AVE
HUNTER RD
RENOIR RD
ALLEN ST
RD
SK
YP
AR
K
RD
TA
RIE
UR
O
IS
AD
M
E
AV
ED
NA
ROSSITER RD
RED CARRIAGE RD
S RD
NOLL
CA
LIF
OR
NIA
OA
KS
RD
SKIPPER RD
CK
E
AV
A
ET
ANDROMEDA ST
YORKTON RD
SOMERVILLE RD
BENTON RD
MARDEN RD
BERLIE ST
MONROE AVE
NU
TM
HO
LS
EG
TE
ST
D
AV
E
WO
OD
RD
ARIEL ST
²
K
GREEN
M
TA
VIS
E
AV
S
E
AV
N
O
T
TT
S
A
P
RN
O
TH
W
HA
RD
RD
G RD
OLD SPRIN
RD
RI
UR
M
ST
Y
IV
S
O
S
ST
D
ST
ST
A
O
NC
HA
AM
AD
ST
YE
HA
ER
S
AM
AL
ST
O
AN
P
NI
JU
E
ST
AV
AC
N
N
SO RA
CK
SA
E
JA
AV
E
O
NR
O
M
E
AV
AY
CL
W
NE VE
A
H
E
4T AV
H
5T
ST
BI
TA
ST
R
PE
NI
JU ST
C
LO
ER
WH
ITE
CE
LI
AULD RD
N
TE
CH
HA
ST
N
ST
Y
NN
JE
IA
LM
ST
ST
ST
UM
PL
AY
CL
E
AV
W
NE
A
B
KA
E
AV
N
O
N
TO
RD
108
JA
NA
TE
M
LE
P
NI
JU
AN
RD
AV
E
SO
ER
FF
JE
RD
NG
HI
AS
W
TO
ER
LL
FU
N
NR
OE
C
BE
N
MURRIETA
ST
AL
M
O
IS
AD
M
M
O
BU
SM
PLE RD
SHADY MA
AV
E
RD
E
AV
A
VE
NA
UI
LL
AS
Y
JA
AQ
E
AV
LY
LI
IS
BR
L
CO
LIN
ST
E
AV
E
AV
A
LI
N
O
NY
CA
RD
S
LA
LOS ALAMOS HILLS
HN
JO
S
O
AC
CH
RD
AL
IV
ST
E
F
E
AV
RD
CK
D
O
OO
NC
HA GEW
D
RI
ST
NO
AG
M
EG
RD
TER
HUN
TM
NU
PERRY RD
JA
YL
E
ST
JA
CK
SO
NS
AK
N
SO
CK
JA
AM
AD
A
DR
AN
M
O
E
AV
G
EN
M
LE
N
AN
RIVERA ST
BEECH ST
RD
AMSTERDAM RD
LD
NA
CROSSPATCH RD
DO
LOS ALAMOS HILLS
LOS ALAMOS HILLS
E
CH AV
BRAN
LONG
ST
K
EE
CR
ST
ILE
ST
CA
AK
O
ST
ROVE
MANG
ON
NY
PI
PRIELIPP RD
RD
WASHINGTON ST
0.5
MOSER RD
0.25
MADDALENA RD
0
CADY RD
CORRIDOR 21 - THREE CREEKS
Reference Corridor
RD
5.22 Route 22: Gibbel - Fairview
Zone San Jacinto‐Hemet Segments •
Salt Creek •
Gibbel •
Fairview Profile •
Suitable for Class I/II •
Approximately 7.8 miles serving Hemet and unincorporated Riverside County Status Significant portions along dirt roads/trails ROM Construction Cost Estimate $2.25 million Issues •
Access to San Bernardino National Forest and related environmental constraints •
Includes significant portion of future Gibbel extension not included in cost Strategies for Implementation •
Connects Routes 10 and 15 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 109
CORRIDOR 22 - GIBBEL - FAIRVIEW
0
0.25
0.5
²
1
BA
TH
T
STATE ST
IA
ST
RD
L
GI
Y
KW
E
RS
DIAMOND RD
JOYCE RD
P
NY
MARSHALL AVE
GEORGIA AVE
MINORCA ST
RIM RD
GRANT AVE
LINCOLN AVE
ACACIA AVE
WHITTIER AVE
þ
}
|
·
74
BEE
CANY
ON R
D
DOE CANYON RD
FAIRVIEW AVE
OLD CHICAGO AVE
1ST ST
5TH ST
CHICAGO AVE
8TH ST
DRUMMOND ST
NEW CHICAGO AVE
C ST
D ST
BAUTISTA RD
SIMPSON PARK
EE
SW
MC
PLEASANT ST
SOBOBA ST
AMEN ST
LAKE ST
MERIDIAN ST
STANFORD ST
DARTMOUTH ST
CORNELL ST
COLUMBIA ST
CYNTHIA ST
YALE ST
HEMET ST
CHAMBERS AVE
A ST
F ST
BAUTISTA AVE
LAKE ST
VIENNA ST
VILLINES AVE
HEWITT ST
GIRARD ST
SAN JACINTO ST
CORNELL ST
LITTLE LAKE
THORNTON AVE
ARBOL RD
KW
Y
O
M
SEARL AVE
WHITTIER AVE
JOHNSTON AVE
HEMET ST
PALM AVE
MEDHI AVE
OLIVE AVE
LYON AVE
AV
E
ALESSANDRO AVE
IRWIN ST
LAURSEN ST
SANTA FE ST
FRANKLIN ST
BUENA VISTA ST
THOMPSON ST
CARMALITA ST
INEZ ST
SAN JACINTO AVE
ARIA RD
ALESSANDRO ST
ROMONA ST
TAHQUITZ AVE
TAHQUITZ AVE
EMERALD ST
SLATE AVE
PALM AVE
ELK ST
E ST
MURRAY HILL RD
CAWSTON AVE
FISHER ST
WARREN RD
EL FUEGO RD
AQUEDUCT RD
GILBERT ST
ELK ST
LYON AVE
GILMORE ST
KIRBY ST
MYERS ST
RAYMOND AVE
SANDERSON AVE
LOS RANCHERIAS RD
CALIFORNIA AVE
CALIFORNIA AVE
T
RS S
MB E
CHA
ST
SUNCUP
June 2010
JENNIFER AVE
RUBY AVE
THORNTON AVE
GIBBEL RD
DIAMOND VALLEY LAKE
MAYBERRY AVE
OLIVE AVE
PALM AVE
RD
DO
ME
NIG
ON
IP
N RD
STETSON AVE
KARI RD
BROCK AVE
RAMONA BOWL
COVE ST
DUSKYWING
RD
OLIVE AVE
ACACIA AVE
MERCED RD
N
SIMPSON RD
HARRISON AVE
ST
BRIARWOOD AVE
T
O
NY
CA
L
HU
TREE
PEACH
LINCOLN AVE
FLORIDA AVE
JOHNSTON AVE
MARION AVE
ROSE AVE
CARNATION AVE
AV
E
CEDAR AVE
ZO
NS
TA
IN
RV
MA
D
LR
WRIGHT ST
JOHNSTON AVE
CHARLTON AVE
AM
A
IS
UT
BA
STOWE RD
CYPRESS ST
TANYA AVE
PA
RK
CEDAR AVE
ST
GRANT
HEMET
STERLING AVE
BERKLEY AVE
RD
WHITTIER AVE
WASHINGTON AVE
AGA
PE A
VE
ONT
DUM
LYN AVE
SAN JACINTO RIVER
PY
EX
NA
MO
RA
ACACIA AVE
LATHAM AVE
ST
E
AV
T
MIRA LOMA AVE
AI
N
RD
N
110
DEVONSHIRE AVE
KIT AVE
OAKLAND AVE
M
ON
NY
CA
I
TA
N
U
MENLO AVE
MIDWAY ST
ST
ROSE RD
TAFT AVE
E
O
M
LA PAZ AVE
SEATTLE ST
SYDNEY ST
ANCHORAGE ST
DEVONSHIRE AVE
ISLA S
BRITTANIA RD
FRUITVALE AVE
N
BRIA
THREE SPRINGS RD
VE
EY A
BOG
HACKNEY ST
EATON AVE
ST
EVANS ST
OAKWOOD ST
LINDER ST COMMONWEALTH AVE
OS
PRE
Y
SHAVER ST
CA
PE
TS
PICO AVE
SANTA FE AVE
STATE ST
PINE AVE
JORDAN AVE
HARBOR ST
R ST
BAK
E
ST
U
N
G
YO
SUNNYSIDE BLVD
NOGA AVE
BUICK
AVE
LA BOCA ST
WARREN RD
GRAHAM AVE
LILAC RD
THIRTEENTH ST
I
ST
CA
REWARD ST
7TH ST
LE
NYO
N CA
INDIA
CAWSTON AVE
WHITE OA
K ST
6TH ST
ESPLANADE AVE
RD
TRAIL
PONY
PRAISE ST
RD
ELEVENTH ST
BA
SEVENTH ST
THIRD ST
MAIN ST
BO
SAN JACINTO
WARWICK ST
PEACH ST
FIRST ST
SO
E
AV
ST
KS
O
O
C
PY
EX
NA
MO
RA
D
AN
R
G
VD
BL
FIG ST
Z
IT
U
Q
H
TA
ST E
N
AV
TO
N
E
IN
LO M AV
BR
IL
D LLA
KE
BAHLER ST
O ST
RER
POT
A
N
O
MAZE STONE PARK
COTTONWOOD AVE
ROANOKE ST
AM
R
VERNAL ST
E
AV
VERNAL ST
SCOTT ST
A
IT
AR
CL
ALDER AVE
AVE
JULIAN
PIPER RD
NELSON AVE
Miles
E
AV
Reference Corridor
5.23 Route 23: 215 South Corridor
Bradley/Haun/Zeiders •
Antelope •
Whitewood •
Alta Murrieta •
Jackson •
Warm Springs Creek Profile •
Approximately 14 miles serving the cities of Menifee and Murrieta •
Potential NEV route Status Existing streets with short unimproved segment along Warm Springs Creek ROM Construction Cost Estimate $281,000 Issues •
TBD Strategies for Implementation •
Future transit linkage in Wildomar WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 111
0
0.5
1
2
SHERMAN RD
AV
E
KARLYN RD
GRIGG RD
GR
AN
DE
RD
REY
DEL
KAHWEA RD
TEMEKU HILLS ASSN
AR
D
WARREN RD
RD
ME
LO
S
AM
AN
TE
S
RD
Y
UR
RD
LA
SB
-A
NG
PO
RT
O
RD
BE
L
IA
RN
RD
LA
MONTE DE ORO
O
IF
RD
TA
RD
HO
NC
RA
CILU
RZO
RD
L
CA
KS
OA
EN
GL
SIERR
A RD
RD
BUCK RD
BE
RE
ND
A
ANZA RD
RD
RD
CAMIN
O
ME
S
BOREL RD
DE
TEMECULA
LIEFER RD
LL
EAST BENTON RD
RD
SEVILLA
PO
UR
RO
Y
NICO
LAS
RD
RD
RD
LOW
WIL
VE
SA
HI
ER
OV
VI
S
MOSER RD
MADDALENA RD
WASHINGTON ST
POURROY RD
POURROY RD
BOOTLEGG
LAKE SKINNER
RD
AVE
ALLEN ST
JUDITH ST
SALLY ST
RD
TE
R
ELLIOT RD
IN
CH
ES
/W
SH
-7
9
TAHOE ST
LE
E
NAVION RD
AV
E
LA
LU
NE
KIWEBRE RD
WASHI
NGTO
N ST
LEON RD
KOODEN RD
DS
S
T
ST
ST
LA COLIMA
RY
ER
CH
HORNING RD
LA VENTANA RD
MIRA ST
EDEN AVE
ST
PI
NY
O
N
CA
LIF
OR
NIA
OA
KS
RD
RD
S
AR
PE
RD
HA
YE
PATTERSON AVE
BEELER RD
HOLCOMB RD
BRIGGS RD
LOS CARRIZOS RD
MENIFEE RD
HALEBLIAN RD
MENIFEE RD
EPPLE ST
RD
ANTELOPE RD
LWA
IN
MC
E
BEELER RD
BELL MOUNTAIN RD
EASTRIDGE AVE
HAUN RD
HAUN RD
ZEIDERS RD
HOWARD RD
MC BOB RD
PALOMAR RD
BRADLEY RD
KURT ST
EVANS RD
EVANS RD
KRUBSACK RD
COX RD
MELVIN ST
T
NU
TM
EG
S
M
EL
ST
ST
ST
TE
DA
VILL
AGE
CLIN
TON
KE
BENTON RD
D
TR
AT
PR
ES
ST
BOREL RD
YATES RD
D
TR
HIL
ITH R
D
VERONICA AVE
BYERS RD
GEARY ST
BYERS ST
DAILY RD
SUNSET AVE
RD
CA
NY
O
N
BU
ND
Y
SAUER RD
FR
ED
ER
ICK
ST
ARNETT RD
ST
ST
MC
VI
CA
R
LYNX RD
PALM AVE
RD
LOST
SELL
ERS
RD
ORANGE ST
CHERRY ST
RE
FA
ST
EL
M
SO
N
E
RD
MAR
GO
STO
NE
M
AN
S
T
CO
RY
DO
BE
N
EC
ST
HE
R
ST
ADELFA ST
W
IL
E
THOMPSON RD
GENOA ST
AULD RD
BRANW
IN ST
EZ
YN
June 2010
RVE AV
ST
A
CC
BE
JEAN NICHOLAS RD
RE
T
RD
ITA
AR
RG
MA
G
FI
IL
M
ALGA
D
NR
LEO
HUNTER RD
RD
ST
RN
O
ST
TH
N
W
W
O
ST
HA
BR
VA
A
U
G
ST
TENAJA RD
TEN
AJA
OS
OOD
ITEW
WH
N
W
AM
AL
E
AV
S
D
AM
ZR
AD
DIA
O
BR
E
AV
E
AV
ST
S
Y
IV
S
LO
E
E
AV
AV
N
LN
O
SO
NC
CK
LI
JA
E
AV
E
O
NR
E
O
M
AV
N
O
IS
AD
M
IA
M
AV
E
RD
ES
LE N
JAY
ST T
B S
C
ST
YE
HA
L
KA
M
LE
C
K
Y
JA
RD
ST
SAVOIE ST
PORTH RD
DONALD RD
E
E
AV
AV
E
N
N
AV
SO
E
O
CK
JA
NR
O
M
JA
NA
TE
N
O
RUFT RD
BAXTER RD
SIDELINE RD
BUSMAN
RD
L
CO
LIN
LY
LI
E
AV
E
AV
E E
N
AV AV
SO
S M
ER
AM PLU
FF
AD
JE
E
AV
N
TO
RD
T
H
AN
C
O
HN
JO
E
AV
GS
ME
NUT
PAT RD
LOS ALAMOS HILLS
N
SO
CK
JA
AV
E
NG
HI
AS
W
LORA
PAT RD
RD
OLA RD
DE PORT
WYMAN RD
F
VISTA
CATT RD
KARA ST
RAW
SON
KELLER RD
RD
PRIELIPP RD
MURRIETA
ST
WHIPTAIL RD
TACK
KIN
PUMP
OS
A
SIERRA MARIA RD
DEVON ST
RD
LORETTA AVE
SCOTT RD
CURZULLA RD
KELLER RD
R
EE
GR
LORETTA AVE
AARON RD
WILDOMAR
LA ESTRELLA ST
DE
PA
SQ
UA
LLE
RD
WICKERD RD
EAGLE RD
GARBANI RD
RD
RD
CRAIG AVE
ST
ST
KELLER RD
HOLLAND RD
A
AR
HEIM ST
HOLLAND RD
I
EL
AB
ST
OM
RD
LL
HI
USTH
R
T
EF
CI
AR
M
CRAIG AVE
TUPELO RD
D
TR
IGH
WR
PA
L
WANKI AVE
AV
E
UN
IO
N
STORY RD
D
LR
EA
ON
GR
AN
D
WALNUT ST
CO
MO
ST
ST
PE
NR CE
OS NT
E RAL
ST A
V
ST
PI
LE
WAITE ST
WHITE ST
O RD
RODE
112
EL NIGU
EL RD
LEMON ST
ST
RD
DIAMOND VALLEY LAKE
RD
T
GA
FF
OR
D
MENIFEE LAKE PARK
N
SO
VINE ST
HEME
A
VIST
O
ALMOND ST
E
CE
RE
AL
S
FIR ST
CARL ST
CRAIG AVE
NEWPORT RD
W
RA
T
ES
AP
GR
CO
M
LIN
AS
T
HEMLOCK ST
TER ST
VICTO
R ST
BR
IG
HA HTM
YS A
AV N A
E V
CAM
E
RD
PENCIN RD
S
DEBON ST
HI
LL
HOLLAND RD
MURRIETA RD
CA
NY
SAN JACINTO RIVER
LAKE ELSINORE
SYLVES
LA LADE
KE
ON
LA
ST
POE
T M
AIN
ST
ST
KA
NS
AS
10
TH
CE
ST
NT
RA
TH
L
ST
IR
D
ST
LIN
ES
CA
NY
ON
T
HOLLAND RD
LAKE ELSINORE
RD
S
TA
SE
ST
KLIN
FRAN D
R
GE
RID
MILL ST
LA PIEDRA RD
MENIFEE
RT
ROCKPO
RD
CANYON LAKE
ST
POT
FL
SUM TERY INT ST
NER ST
AVE
RD
E
ID
LS
AI
TR
BUSBY RD
DOMENIGONI PKWY
RO
RN
NEWPORT RD
²
I
SP
AV
E
NORMANDY RD
ADAMS ST
M
IN
TH
O
ST
CARMEL RD
RD
NO
TA
CA
LAZY CREEK RD
PARK AVE
RD
FOS
TER
RD
RY
AN
Z
ET
GO
MC
E AVE
BRID
E
OP
ST
L
TE
AN
ULMER
RA RD
Miles
SEARL AVE
CORRIDOR 23 - I 215 SOUTH, MENIFEE - MURRIETA
Reference Corridor
CALAVERAS RD
5.24 Route 24: Case - Leon
Zone Central Segments •
Case •
Matthews •
Leon Profile •
Approximately 15.9 miles serving the cities of Perris and Menifee and unincorporated Riverside County •
Potential NEV route Status Existing and future streets ROM Construction Cost Estimate $316,000 Issues •
Assumes future roadway improvements through separate efforts •
Rail crossing at Case Road/I‐215 Strategies for Implementation •
Future transit linkage in Downtown Perris Transit Center, South Perris Metrolink, and Clinton Keith Transit Center WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 113
EL FUEGO RD
ELK ST
BEELER RD
SK
YV
IE
SAVOIE ST
DS
S
PORTH RD
LE
E
CLINTON KEITH RD
ALGA
T
D
NR
LEO
RVE AV
W
E
SANTA FE ST
ARIA RD
SANTA FE ST
INEZ ST
BUENA VISTA ST
E ST
SANTA FE ST
STATE ST
RD
ST
AG
E
KARLYN RD
RD
ST
A
CC
BE
JEAN NICHOLAS RD
RE
RD
YATES RD
THOMPSON RD
LAKE SKINNER
RD
BAXTER RD
RAW
SON
GRIGG RD
KOON ST
WASHINGTON ST
POURROY RD
SLOUGH RD
ELLIOT RD
LEON RD
KOODEN RD
EDEN AVE
MENIFEE RD
PAT RD PAT RD
KELLER RD
CO
LT
RD
LA VENTANA RD
MIRA ST
PALM AVE
SH-79/WINCHESTER RD
HOLCOMB RD
BRIGGS RD
LOS CARRIZOS RD
BELL MOUNTAIN RD
MENIFEE RD
PALOMAR RD
HALEBLIAN RD
EPPLE ST
TAYLOR ST
LYON AVE
PALM AVE
GILBERT ST
KIRBY ST
SANDERSON AVE
CAWSTON AVE
MYERS ST
BRISBANE ST
RD
WARREN
THREE SPRINGS RD
HYATT AVE
CALIFORNIA AVE
AQUEDUCT RD
PATTERSON AVE
RICE RD
BEELER RD BEELER RD
LA VENTANA RD
STATE ST
DARR RD
KEEN RD
CORTRITE AVE
CREAG AVE
LEON RD
HOMELAND AVE
MINTON RD
AMATOL RD
ER
JU
NI
P
SULTANAS RD
EMPEROR RD
MALONE AVE
MALAGA RD
IDE AVE
A RD
TAPATI
RD
MICA RD
FL
AT
S
RAY ST
GUNTH
ER R
D
CUMMING AVE
MENIFEE RD
PALOMAR RD
FARGO ST
DALES ST
ASPEL RD
EASTRIDGE AVE
HAUN RD
ZEIDERS RD HAUN RD
LORETTA AVE
SCOTT RD
ST
IRR
UP
SHERMAN RD
LAJOE ST
KURT ST
HOWARD RD
MC BOB RD
KRUBSACK RD
COX RD
MALAGA RD
PALOMAR RD
JUNIPERO RD
ST
JUNIPERO RD
EVANS RD
STARK ST
SUN CITY BLVD
BRADLEY RD
RD
OOR
RIDG
EM
MELVIN ST
DAILY RD
GEARY ST
GILMORE ST
PICO AVE
DAWSON RD
SHERMAN RD
BRADLEY RD
2N
D
MURRIETA RD
GEARY ST
HULL ST
WHEAT ST
BYERS RD
REYNOLDS RD
BYERS AVE
LA LADERA RD
BYERS ST
BYERS RD
DEBON ST
LYNX RD
SUNSET AVE
SUNSET AVE
RD
BU
ND
Y
CA
NY
O
N
CLUB AVE
RD
LOST
S
MC
ELW
AIN
RD
ANTELOPE RD
ST
ST
SO
N
LORETTA AVE
RD
W
IL
GARBANI RD
OLA RD
DE PORT
ST
CE
ORANGE ST
PA
NT
SA
RA
DE
LA
CHERRY ST
SELL
NA
VE
ERS
RD
ST
RE
FA
ST
FR
ED
ER
ICK
ST
CO
RY
DO
BE
N
EC
ST
HE
R
ST
ST
BR
YA
NT
ST
GARY RD
ST
HI
XO
N
TRUMBLE RD
REDLANDS AVE
JOHNSON AVE
GOETZ RD
RD
GO
ET
Z
ELM ST
IA
RD
RD
L
GI
RD
RTOLA
DE PO
T
JOYCE RD
TACK
MAR
GO
KARI RD
DIAMOND RD
N
SAUER RD
T
LIN
ES
DOMENIGONI PKWY
I
SK
CK
BU
AN
S
ARBOL RD
RD
STO
NE
M
EVANS RD
RIVER RD
EL FRESCO RD
TOOKER ST
THEDA ST
THEDA AVE
JARVIS ST
D ST
PERRIS BLVD
WITT ST
SOPHIE ST
MARIE ST
THEDA ST
SPRING ST
READ ST
MAIN ST
ROBERT ST
READ ST
PEACH ST
IRMA ST
ALBA ST
ST
10
TH
TH
CH
IR
SI AN
D
E
LV
ST
ER Y S
ST T
HARRISON AVE
COVE ST
N
SO
ST
THORNTON AVE
W
RA
ADE
LFA
PHILLIPS ST
REISS RD
11TH ST
RD
LS
T
RD
EL NIGU
EL RD
S
REE
CH T
PEA
DIAMOND VALLEY LAKE
CRAIG AVE
CURZULLA RD
MURRIETA
THORNTON AVE
A
EG
TM
NU
CATT RD CATT RD
HOLLAND RD
WICKERD RD
DEVON ST
LA ESTRELLA ST
HOLLAND RD
EAGLE RD
RD
WILDOMAR
S ST
E NEWPORT RD
I
EL
AB
ST
KELLER RD
D
RR
EE
GR
AR
WANKI AVE
ST
OM
WHITE ST
PA
L
RD
ES
CYPR
RD
RD
UN
IO
N
D
LR
EA
ON
E
ID
WALNUT ST
TH
EF
AR
M
W
RI
G
HT
ACACIA AVE
E
AV
A
VIST
V
DI
June 2010
STORY RD
T
N
AI
RD
WAITE ST
HADDOCK ST
S
TA
SE
LEMON ST
ST
HEIM ST
L
AI
TR
BUSBY RD
RT RD
ROCKPO
WESLEY ST
SIMPSON RD
ADAMS ST
T
GA
FF
OR
D
DE
SI
MENIFEE LAKE PARK
CRAIG AVE
TUPELO RD
OKUMA RD
RR AVE
RD
ACACIA AVE
OAKLAND AVE
LATHAM AVE
RD
VINE ST
BETH AVE
GARBANI RD
MILAN RD
E GRAND AVE
TAFT AVE
MENLO AVE
RO
O
LIN
AS
T
CRAIG AVE
STOWE RD
9TH ST
OLIVE AVE
EATON AVE
FRUITVALE AVE
STETSON AVE
DOUBLE BUTTE PARK
GRAND AVE
COMMONWEALTH AVE
DEVONSHIRE AVE
IER
ITT
WH
79
BYERLY ST
ROSE RD
LYN AVE
I
SP
M
CE
RE
AL
S
ALMOND ST
S
AV
E
CAM
E
RD
HEMLOCK ST
T
ES
AP
GR
CO
M
S
}
|
þ
·
A ST
GUAV
ESPLANADE AVE
HEMET
KEITH AVE
RD
RD
TER ST
HI
LL
ALLEN AVE
VE
EY A
BOG
VISTA AVE
SCRUB JAY RD
LA PIEDRA RD
HOLLAND RD
WATSON RD
TATE RD
NEWPORT RD
CORSON AVE
S
E
OP
HOLLAND RD
VICTO
R ST
GR
AN
D
NORMANDY RD
CA
NY
ON
SHADEL RD
CARMEL RD
RD
NO
TA
A
C
LAZY CREEK RD
PARK AVE
CANYON LAKE MENIFEE
MILL ST
CHAMBERS AVE
MA
TT
HE
W
L
TE
AN
CANYON LAKE
SYLVIA AVE
ROUSE RD
215
MOUNTAIN AVE
ST
H
AS
ELEVENTH ST
SAN JACINTO
N
RE
AR
W
NI
CH
O
MCCALL BLVD
K RD
WIC
WAR
CASA BONITA AVE
ST
CHAMBERS AVE
CLAIRE RD
AV
E
SYLVES
BR
IG
HA HTM
YS A
AV N A
E VE
TURFWOOD ST
VALLEY BLVD
RD
CIDER ST
MCLAUGHLIN RD
§
¦
¨
AVE
MAPES RD
FLOYD AVE
SAN JACINTO RD
LLI RD
BURNET ST MARRE
NTAIN
MOU
ALERICH ST
BAHLER ST
RICHMOND RD
RD
SOTELO
KABIAN COUNTY PARK
ELLIS AVE
BENIGNI RD
WATSON RD
WARWICK ST
SEVENTH ST
MAZE STONE PARK
NOGUES RD
RD
B
ETHANAC RD
MONUMENT PKWY
RIVERSIDE ST
FLIN
TS
SUM
T
NER
AVE
GRA
ST
HAM
KLIN
AVE
FRAN
LAKE ELSINORE
E
ST
RD
SAN JACINTO RIVER
MAURICIO ST
NICHOLS RD
CO
NA
LAKE ELSINORE
CA
SE
ST
L
PI
PERRIS
MARGARTH ST
74
VE
KA
AC
FOSTER ST
RY
AN
AV
E
AV
E
}
|
þ
·
NORMA ST
7TH ST
MOUNTAIN AVE
MAPES RD
²
2
Miles
A
MM
HA
JO
Y
AV
E
LOUISE ST
TERRACE AVE
RD
LINDELL RD
H
HER
BER
TS
T
A ST
B ST
OLD RD
GILMER RD
ELLIS AVE
FLORAL AVE
1
RD
KO
EPF
E
FISHER ST
RO
TO
EL
114
LA
S
7TH ST
DEPRAD ST
ZELMA RD
0.5
RINGS
JUNIPER SP
PIEDRAS RD
TONEY ST
£
n
0
SKY MESA
OLIVE ST
RR
D
EL MINERAL RD
RD
EL NIDO
POST RD
CORRIDOR 24 - CASE - LEON
Reference Corridor
GRASSY RD
INTREPID RD
5.25 Route 25: Lasselle – Perris Valley Channel
Zone Central Segments •
Lasselle •
Evans •
Perris Valley Channel Profile •
Approximately 7.9 miles serving the cities of Moreno Valley and Perris Status North segment on existing streets with south segment along storm channel ROM Construction Cost Estimate $2 million Issues •
Access to Perris Valley Channel Strategies for Implementation •
Consider Murrieta Road as Class II alternative to channel Key Connections •
Downtown Perris Transit Center (1.75 miles via Route 10) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 115
0
0.5
1
²
2
ABEDUL ST
T
ER
IA S
KR
AM
RD
UR
CO
NT
O
S
DAVIS RD
BLANIK AVE
CENTRAL AVE
BLANIK AVE
MAIN RD
SECOND ST
THIRD ST
FOURTH AVE
4TH ST
RD
IEW
ST
TO
AL
N
SA
GE
AR
V
RD
WA
RR
EN
O
RS
CO
G
IB
SO
PA
S
LINDA VISTA AVE
ST
5T
H
6TH ST
SIXTH ST
MAGNOLIA AVE
WATER AVE
PARK AVE
E
AV
RY VE
ME O A
GO ALT
T
N
O
MO ORS
C
T
PU
LS
E
AV
CONTOUR AVE
VALLEY RD
AV
E
APRICOT AVE
BROSSEAU ST
NORMAN RD
YA
BA
NN
VE
ER
ST
BE
LL
AV
E
ROSARY AVE
BLANIK AVE
12TH ST
WOLFSKILL AVE
BROWN AVE
T
OS
INT
JAC
VIRAGO RD
WALLIS RD
SAN JACINTO AVE
RAMONA AVE
PO
ER
RT
ST
OLIVAS AVE
CENTRAL AVE
PICO AVE
ANTELOPE RD
ALVA
RD
LAURENA ST
YU
CC
AA
VE
BE
LL
AV
E
LA
K
EV
IEW
AV
E
AA
VE
ST
ST
NT
HS
RD
HANSEN AVE
BA
VE
AV
E
C
AV
E
CH
AS
E
FOOTHILL AVE
SUNSET AVE
5TH ST
ST
N
M
AR
TI
POZOS RD
PALOMAR RD
PICO AVE
ANTELOPE RD
BRADLEY RD
EL NIDO AVE
EL NIDO AVE
GIOVANNA ST
MURRIETA RD
EVANS RD
TH
IRT
EE
PH
ILIP
POLLEY ST
BLUE RIBBON RD
G ST
F ST
C ST
D ST
5TH ST
EVANS ST
CITRUS AVE
MENIFEE RD
T
EVANS ST
VE
BA
LEMON AVE
DAWSON RD
METZ RD
JARVIS ST
MC
CA
NN
AS
JOHNS RD
RICHARDS RD
C ST
£
n
EDGEFIELD ST
INDIAN ST
A ST
B ST
THIRD ST
B ST
GRAHAM ST
WEBSTER AVE
NAVAJO RD
NUEVO RD
WATER AVE
11T
H
ST
ST
SAN JACINTO RIVER
12T
H
FRIEDMAN ST
BOWEN RD
MILDRED ST
DAVIS RD
EVANS RD
JOHNSON AVE
YORBA ST
TAHOE ST
FIRST ST
OSAGE RD
CENTER ST
EVANS RD
KITCHING ST
JOHNSON AVE
VILLA VERONA ST
REDLANDS AVE
BRENNAN AVE
MC KIMBALL RD
BARRETT AVE
CITRUS AVE
WILSON AVE
GARZA RD
DIANA ST
OLD RD
PERRIS BLVD
TOBACCO RD
DECKER RD
CORINA RD
SA
LT
ER
POST RD
LOPEZ ST
AVOCADO AVE
METZ RD
SAN JACINTO AVE
WATER AVE
9TH
RAMONA EXPY
D
SR
AT
FL
LOPEZ ST
MUNDO AVE
HARVEST RD
PLACENTIA AVE
10T
H
AVE
OIR E
ERV
V
RES FERN A E
V
A
E
M
PAL W AVE
EVIE
LAK
R
PE
NI
JU
June 2010
GARY RD
ORANGE AVE
FLAME AVE
RIDER ST
WALNUT AVE
RD
RY
DA
UN
BO
D
AR
OH
AL
MIN
ER
D
ST LISBON ST
CHANT
WATER AVE
WORTH ST
RD
AVE
IEW
RD
ER
NIP
JU
WESTON RD
SAN JACINTO AVE
RIDER ST
LEMON AVE
SERRANA RD
WIND ST
CONI RD
T
V
VAL
RD
RD
METZ RD
CORRAL ST
SINCLAIR ST
NUEVO RD
EVANS ST
BLUE SKY RD
CITRUS AVE
LIMOUSIN ST
PERRIS
ORANGE AVE
LEMON AVE
CALLOWAY ST
MIRR ST
WATER ST
BERNAS
WY
NCH PK
MAY RA
RANCH ST
WALNUT ST
ARNOLD AVE
WI
TH
ER
SR
D
MICHAEL RD
WATER ST
GLORIOSA AVE
S
TH
FIF
FOX RD
PATTERSON AVE
N RD
DAY ST
ANDE
RSO
CLARK ST
PLACENTIA ST
ROOSEVELT RD
HAINES ST
LEE RD
WALNUT ST
SINCLAIR ST
YUKON AVE
N RD
MEAD ST
RIDER ST
MORGAN ST
GE
NTA
RO
WF
RD
HEADLY
ND
LA
OR
ORANGE AVE
MARIE RD
WEBSTER AVE
PY
EX
MORRIS ST
MARVIN RD
BOTAN ST
T
MACK ST
DAWES ST
FARMERS FAIRGROUNDS
RS
PPE
CLA
CEDAR ST
MILLER ST
LAKE PERRIS
SO
DAW
RIDER ST
RAMONA EXPY
CAJALCO RD
OAKWOOD ST
PINEWOOD ST
NEVADA AVE
PATTERSON AVE
MARQUEZ RD
DAWES ST
CA
JA
LC
O
ALVISO RD
PERRY ST
LA VINA BLVD
RD
ROBINSON ST
KINNEY ST
MARKHAM ST
PERRY ST
SEATON AVE
PERRY ST
JEAN ST
MARTIN ST
KINNEY ST
HICKS ST
DAWES ST
SHORTRIDGE AVE
RD
RE
INO
ELS
OLD
BARNES RD
OLEANDER AVE
NANCE ST
AVALON PKWY
MURAL ST
MYRON ST
VERTA ST
ELLSWORTH ST
CARROLL ST
CLARK ST
HAINES ST
BROWN ST
BROWN ST
HALLETT ST
MARY ST
LANE ST
PERRY ST
BURNS ST
MOORE ST
WELLS ST
CAJALCO RD
SOUDER ST
ELMWOOD ST
UNA ST
CENTURY ST
NANDINA AVE
RD
GE
NTA
RO
EF
AVE
VILL
HAR
BARTON ST
ALEXANDER ST
UNA ST
BARTON ST
MARKHAM ST
CARLITA ST
KITCHING ST
HEACOCK ST
PL
UM
M
ER
ST
BARTON ST
COLE AVE
AV
E
C
O
LE
PARSONS RD
COLE AVE
SAGE ST
NANCE ST
ST
EDWIN RD
SAN MICHELE RD
N
BAILLY ST
CORSON AVE CORSON AVE
HIGH ST
STARMIST AVE
SAN
TA R
OSA
FRANKEN
ST
RD
GLOBE ST
BIBBINS ST
EUPHEMIA RD
CL
AR
IS
ANN RD
SA
RD
MARIPOSA AVE
IO
N
I
MA
BURCH ST
RD
T
CARDINAL AVE
KUDER AVE
CHURCH ST
TH
RO
SUPERIOR AVE
IS
DAV
116
ST
EE
AVE
EH
HAWKHILL
TO
RIDER ST
ST
AL
L
BROOKS AVE
MORENO VALLEY
NANDINA AVE
WARREN RD
RD
CITADEL ST
KRAMERIA AVE
HAWTHORNE AVE
GASTON RD
RID
ER
ES
DALLAS AVE
ST
RD
UR
TO
ON
WC
K
LA
215
COVELL ST
TIN
MAR
ST
T
§
¨
¦
MARIPOSA AVE
C AVE
K
ES
GOYA AVE
JEFFERSON ST
LL
SE
LURIN AVE
PA
CA
TO
RD
IRIS AVE
VAN BUREN BLVD
RIVERSIDE
OLIVER ST
FITZ ST
THOMAS AVE
APTOS ST
LAS
KENTVILLE ST
Miles
D
RCA R
LA BA
RD
HILLSDALE
MAIN ST
CORRIDOR 25 - LASSELLE - PERRIS VALLEY CHANNEL
Reference Corridor
REX RD
EDWINA RD
JULES RD
5.26 Route 26: Bryant - Singleton
Zone Pass Segments •
Bryant •
Singleton Profile •
Approximately 3.9 miles serving the City of Calimesa and unincorporated Riverside County Status Predominantly on future roadway extensions with some existing street segments ROM Construction Cost Estimate $78,000
Issues •
Assumes substantial street sections to be constructed through separate effort Strategies for Implementation •
Connects to Route 13 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 117
CORRIDOR 26 - BRYANT - SINGLETON EXTENSION
0
0.25
0.5
²
1
Miles
LIVE O
AK CAN
YON R
D
R
D
NEWBERRY ST
KEHL CANYON RD
RD
SP
RI
NG
S
RD
ALESSANDRO BLVD
June 2010
FIFTH ST
FOURTH ST
THIRD ST
FIRST ST
XENIA AVE
SECOND ST
FIRST ST
BELLFLOWER AVE
T
EIGHTH ST
PENNSYLVANIA AVE
BS
4TH ST
ST
TENTH ST
NINTH ST
SIXTH ST
ST
BAY AVE
JE
RR
YS
T
GI
LM
AN
H
4T
VIRGINIA ST
W
COTTONWOOD AVE
SE
VE
NT
H
WILSON ST
RAMSEY ST
§
¦
¨
10
APEX AVE
THEODORE ST
SINCLAIR ST
RD
FRONTA
GE RD
BANNING
SUN LAKES BLVD
N AVE
BRINTO
H
NC
RA
DRACAEA AVE
EUCALYPTUS AVE
QUINC
E ST
TWELFTH ST
AMERICAN AVE
12TH ST
KINGSWELL AVE
THIRTEENTH ST
FLORENC
E ST
FOURTEENTH ST
ALLEGHENY AVE
OAK VALLEY PKWY
STARLIGHT AVE
NOBLE CREEK PARK
NG
RI
MORENO VALLEY
GRAND AVE
LINCOLN ST
WINTER PINE ST
BEAUMONT AVE
MAGNOLIA AVE
WALKER AVE
ORANGE AVE
MAPLE AVE
PALM AVE
PALM AVE
CHESTNUT AVE
MICHIGAN AVE
T
AS
ST
GU
AU
ORANGE AVE
BEAUMONT
D
SR
ELM AVE
ALBATROSS ST
RO
SE
AV
E
RD
E
GL
CLAIBO
RNE AVE
EA
EN
GL
IRONWOOD AVE
HEMLOCK AVE
HIGH ST
ALEXE ST
MINNESOTA AVE
ELM AVE
OLIVE AVE
GRACE AVE
VD
BL
ST
AG
E
CHERRY AVE
NANCY AVE
UNION ST
HANNON RD
§
¦
¨
ESSEX
10
FO
RN
IA
DUTTON ST
BROOKSIDE AVE
PALMER AVE
D
EN R
HAG
KELLY ST
CA
LI
CHERRY VALLEY BLVD
LA ORO RD
PATTON RD
D
AN
HL
DE ANZA CYCLE PK
E
AV
BRIDGES ST
AVE
STARLIGHT
G
HI
D
OO
W
ON
IR
IRWIN ST
BOGART PARK
ORCHARD ST
VINELAND ST
T
D
R
NOBLE ST
EN
TR
A
RD
N
LIVE OAK AVE
BE
CK
WIT
HA
VE
LE
G
AK
O
TOKAY ST
RALPH RD
MOUNTAIN VIEW AVE
RO
BE
RT
S
O
AK
SI
NG
LE
D
BLV
CHERRYSTONE AVE
C
R
EE
K
RD
SINGLETON
TO
N
RD
A
ES
BLVD
118
DS
REDLAN
WOODHOUS
E RD
BL
VD
EDGAR AVE
EUCLID AVE
E
NZ
TAGE RD
ST
BRYA
NT
LIM
CA
VIP
ER
RD
DOUGLAS ST
2ND ST
3RD ST
ST
ST
BELLE RD
7TH
D
BLV
4TH ST 4TH
5TH ST
ESA
CALIMESA
COUNTY LINE RD
T ST
MO N
FRE
IM
CAL
S AV
BURN
BRYANT ST
COUNTY LINE RD
S
AN
BE
FIR AVE
Reference Corridor
5.27 Route 27: Oak Valley – San Jacinto River
Zones Pass, Central, and San Jacinto‐Hemet Segments •
Potrero •
Jack Rabbit Trail •
Gilman Springs •
Bridge Street Profile •
Suitable for Class I route •
Approximately 9.8 miles serving the City of Beaumont and unincorporated Riverside County Status Unimproved, proposed Class I route follows future roadway alignments ROM Construction Cost Estimate $14.75 million Issues •
Environmental clearance and flood plain area Strategies for Implementation •
Connects Routes 10 and 13 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 119
LINCOLN ST
BOBCAT RD
BOLD STYLE AVE
ST
SUNSET AVE
WESTWARD AVE
ST
K
LA
RD
UR
TO
ON
WC
MAIN ST
DAVIS RD
DEL RITA RD
AIR FORBES AVE
ES
KNOCH ST
CE
NT
RA
L
UR
RD
I
MA
N
ST
AVE
INCO
ME A
VE
TYRO
N AV
WILM
E
OT A
VE
TULE ST
SC
ON
TO
FRANKEN
ST
CURTIS ST
T
BROOKS AVE
R RD
NTOU
E CO
FOURTH AVE
ST
GE
ID
BR
ST
S
RS
GE
SLE
VE
DA
ON
MAIN RD
YM
RA
E
AV
DAVIS RD
N
TO
VE
LA
E
AV
ER
RN
WA
D
ON
LAKE PERRIS
LE
DD
MI
RA
NT
CE
YM
RA
T
RAMONA EXPY
FIRST ST
THIRD ST
ST
5TH ST
AV
E
C
M
AR
TI
June 2010
AVE
OIR VE
A
ERV
RES FERN
6T
H
RAM
ON
AE
XPY
N
RD
RD
S
ZO
PO
IS
DAV
ST
SAN JACINTO RIVER
MARVIN RD
OLD
PIC PICO RD
OR
D
SAN JACINTO
þ
}
|
·
79
LONGHORN RD
MORONGO AVE
RAMSE
Y ST
SUNSET AVE
10
OMAR ST
41ST ST
APEX ST
ALLEGHENY AVE
XENIA AVE
OMAR ST
KINGSWELL AVE
STAR
LIGH
T AVE
CHERRY AVE
AMERICAN AVE
BEAUMONT AVE
WALKER AVE
ORANGE AVE
MICHIGAN AVE
AV
E
LEAF ST
DRAKE AVE
BIG WASH RD
E
POTRERO BLVD
§
¨
¦
AVE
AV
TUS
CAC
ALICANTE AVE
SECOND ST
FIRST ST
WILSON ST
BANNING
VE
AA
ER
WESTWARD AVE
ROUND TOP RD
BRODIAEA AVE
FIRST ST
EIGHTH ST
SEVENTH ST
SIXTH ST
FIFTH ST
N
GA
HO
MERWIN ST
SR
D
TENTH ST
RD
REDLANDS BLVD
ALESSANDRO BLVD
NINTH ST
VI
RI
WILMOT ST
4TH ST
SP
RI
NG
RD
W
4T
H
BS
ST
T
EY
PINE VALL
120
E
GL
EA
MORENO VALLEY
AVE
OUND
WINDB
CALUMET AVE
FOURTEENTH ST
E
E
ERRE AV
BELLET
BAY AVE
GI
LM
AN
OAK VALLEY PKWY
EMORY AV
ROXANNE RD
COTTONWOOD AVE
NOBLE CREEK PARK
RIN
GR
AN
CH
FRONTA
GE RD
VIRGINIA ST
DRACAEA AVE
EUCALYPTUS AVE
THEODORE ST
EUCALYPTUS AVE
SINCLAIR ST
QUINCY ST
BEAUMONT
T
AS
ST
GU
AU
EDGAR AVE
HEMLOCK AVE
RD
EUCLID AVE
RD
ALBATROSS ST
SEA BISCUIT ST
ESSEX
OLIVE AVE
ST
AG
E
§
¨
¦
CALIMESA10
RO
SE
A
IRONWOOD AVE
T
ELM AVE
DE ANZA CYCLE PK
FO
RN
I
KELLY ST
D
OO
W
ON
IR
VD
BL
PETTIT ST
HINSON ST
DOW ST
D
AN
HL
JUNIPER AVE
E
AV
AVE
STARLIGHT
KALMIA AVE
FIR AVE
S
RIA
HA
ZA
CA
LI
G
HI
PETIT ST
LOCUST AVE
PALM AVE
Miles
STO
CK
TO
NS
HAGEN RD
HIGHLAND HOME RD MERIDIAN AVE
²
2
1
PALM AVE
0.5
CHESTNUT AVE
0
MAPLE AVE
CORRIDOR 27 - OAK VALLEY - SAN JACINTO RIVER
Reference Corridor
5.28 Route 28: Rainbow Canyon – I-15 Frontage
Pechanga •
Rainbow Canyon Road Profile •
Approximately 3.3 miles serving the City of Temecula and unincorporated Riverside County Status Existing street ROM Construction Cost Estimate $292,000
Issues •
Steep grades Strategies for Implementation •
Consider Old 395 Highway alignment at south end of route Key Connections •
Connects to Route 16 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 5.0 Proposed Non‐Motorized System 121
Miles
RD
ON
TE
M
DE
L
RD
ST
AR
L
RO ING
S
RI
PA T
UG
H
VI
S
RD
VILL
AGE
TA
LO
S
RD
AM
AN
TES
RD
ALTANO
S RD
ST
ROA
NOA
KE
ELINDA
RD
CO
PI
PI
O
T
CS
DANBY
RD
RD
OO
D
W
ST
ON
E
RD
POPPY ST
IL
M
AT
ST
P
AR
ST
NT
OI
O
M
ST
E
NT
RD
SANTA RITA RD
þ
}
|
·
ZA
AN
HU
RO
N
ST
W
OL
F
VA
LL
Y
EY
RD
RHINE AVE
PA
L
A
RD
RD
LIVE OAK RAN
CH RD
RA
INB
OW
CA
NY
ON
RD
AM
E
RD
D
LOS R
RD
W
Y
VE
D
AR
IND
QUE
RO
PK
T
IS
IC
L
RIO
VIA V
A
L ST
RD
NNE
CHA
Y
BE
AB
ABAL
LOS C
IL
RA
NC
H
GALWAY DOWNS
NE
VI
ST
RD
RD
ST
RD
RE
VA
STO
RD
A
OU
NTA
IN
K
REE
LA C
ECU
TEM
L
PA
RO
CK
M
PATE
RNO
ST
O
E
AV
LF
WO
D
AR
ND
15
T
JO
LE
MA
LO
PE
CH
AN
G
A
PK
W
DE PORTOLA RD
M
RA
TE
RD
L
VA
ST
EL PRADO RD
LI
ST
D
R
ST
H
H
IT
RD
ITA
GAR
MAR
LO
IL
BR
CA
OL
PUJ
RD
IA
ED
D
JE
SM
AN
ST
ITA
BARLETTA
NT
L
LO
RD
§
¦
¨
June 2010
LOS NOGALES RD
LINDA ROSEA RD
SA
ND
AK
RD
S
NA
VO
SA
O
FR
WO
LF E
ST
FOX
RD
LM
TY
N
LA
RD
ST
D
OR
IAG
NT
SA
FU
ER
TE
RD
RD
RD
EN
A
W
TO
ST
RANCHO MESA RD
RD
Y
UR
A
UB
PA
AG
T
RD
CEE
CEE
D
OL
RD
RD
A
ST
VI
RD
E
HO
E
C
N
TR
RA
N
E
RE
G
YUKO
N RD
MEADOWS PKWY
RD
A RD
ME S
FI
RS
T
TEMEKU HILLS ASSN
AG
EN
AS
RD
O
RI
ORE
L
VE
LA
D
NR
RO
DE LUZ RD
MA
CA
CARANCHO
RD
MORAGA
L
DE
RD
RD
WS
ADO
YN
EZ
SERRENO RD
DE
AN
ZA
EY
LR
DE
CILU
RZO
PK
D
EN
D
Y
RD
AZ
DI
R
TE
ES
CH
IN
W
M
SYCA
122
ME
RD
B
AS
RD
VE
NA
TO
NG
TEMECULA
N
GLE
CA
IA
RN
MO
NG
NT
ED
ME
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CORRIDOR 28 - RAINBOW CANYON RD - I 15 FRONTAGE RD
Reference Corridor
SECTION 6.0 DESIGN GUIDELINES
Implementation of the subregional backbone network of routes will require construction of new facilities as well as improvements to existing bike and pedestrian routes, as noted in Section 9.0. The following design guidelines are intended to establish preferred or typical design standards for route classifications (Strategy D‐4) and best practices related to street network configurations and the role of the built environment in encouraging pedestrian and bicycle use (Strategy D‐5). It should be noted that alignments designated for bike use in this document, regardless of their classification (e.g., Class I, Class II, or Class III) are generally referred to as bikeways or bicycle routes. Local jurisdictions are encouraged to incorporate these design guidelines within their General Plan Circulation Element, Trails Master Plan, or other relevant plans to provide consistency in the design and treatment of the routes as they pass through individual jurisdictions (Strategy D‐3). In addition, these design guidelines are applicable to the planning and design of local routes and may be adopted accordingly. The “DNA” of community form rests in both land use planning and street network planning. The mold for street networks in local jurisdictions is found in their road standards. The road standards spell out how many lanes will be built on each street type, how wide the lanes will be, whether bike lanes will be incorporated, and how pedestrians will use the streets. Given this, it is important that local road standards create a mold that will yield walkable, bikeable communities. In addition, street networks play a key role in bikeable and walkable neighborhoods. Typical suburban developments with 45 and 50 mph arterials isolate neighborhoods. Since they depend on a tributary‐like hierarchy, a grid of walkable streets is missing. People have to travel long distances to enter or exit such neighborhoods and must find their way to the few streets that lead in and out. Schools, stores and workplaces are too far to walk to and wide, busy streets are inhospitable to walk along, bicycle along, or cross. Neighborhoods that have disconnected streets, cul‐de‐sacs, and walls force people to take longer, indirect routes that involve travel along high‐speed arterial roads that are inhospitable to non‐motorized users. 6.1
Bicycle Design Standards and Guidelines
The following bicycle planning principles are applicable to all types of bicycle facilities. 6.1.1 Bicycle Planning Principles 1.
Bicyclists need streets and paths to ride on where they feel safe and secure, with a minimum of conflict with autos wherever possible. 2.
Designated bikeways offer special enhancements for cyclists over other streets or roads. 3.
Bikeway types are planned according to right‐of‐way, street width, traffic volumes, and other factors. Each is planned specifically for that street or right‐of‐way. 4.
Since most bicycle trips are short, a complete network of bikeways has a grid of roughly a ½ mile. 5.
There are different types of bicyclists and each has different preferences. The most experienced bicyclists prefer the most direct routes with favorable signal timing and will ride on busy streets. Mid‐level bicyclists usually prefer to ride on bikeways or streets with moderate traffic. Beginners and children prefer to ride on the quietest streets or along dedicated paths. 6.
Bicycle plans consider all levels of bicyclists. 7.
Bicyclists need secure parking at their destinations. Short‐term parkers need dispersed racks close to their destination. Long‐term parkers, such as commuters, need a higher level of security and are often willing to trade some locational convenience for higher security in a central area. 8.
Bicyclists need links to public transit that are as seamless as possible, and transit services need to accommodate bicycles. 9.
Many commuter bicyclists need showers, clothing lockers, and a place to change clothes at work. 10.
Bicycle education teaches safe riding habits that enable people to bicycle on most streets. 11.
Bicycle routes (especially Class I) need to be patrolled by local law enforcement officials to ensure proper use and safety. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 123
6.1.2 Bikeway Definitions The following section summarizes key operating and design definitions. Bicycle: The American Association of State Highway and Transportation Officials’ (AASHTO) definition of a bicycle is “every vehicle propelled solely by human power which any person may ride, having two tandem wheels, except scooters and similar devices. The term ‘bicycle’ also includes three‐ and four‐wheeled human‐powered vehicles, but not tricycles for children” (1999). Class I: Referred to as a bike path, shared‐use path, or multi‐purpose trail. Provides for bicycle travel on a paved right‐of‐way completely separated from any street or highway. Other users may also be found on this type of facility. Class II: Referred to as a bike lane. Provides a striped lane for one‐way bicycle travel on a street or highway. Class III: Referred to as a bike route. Provides for shared use with pedestrian or motor vehicle traffic. Multi‐use trails and unpaved facilities: Primarily serve a recreation rather than transportation function. Will not be funded with federal transportation dollars and may not need to be designed to Caltrans standards. The following guidelines present the recommended minimum design standards and other recommended ancillary support items for shared‐use paths, bike lanes, and bike routes. Where possible, it may be desirable to exceed the minimum standards for widths, signage, lighting, and traffic signal detectors. These guidelines cover basic concepts. The Caltrans Highway Design Manual, Chapter 1000 (Caltrans Manual) and the AASHTO Guide for the Development of Bicycle Facilities contain more detail standards and guidance and should be followed. 6.1.3 Bicycle Facility Design Recommendations by Class Type The following bicycle facility design recommendations have been tailored to the three class types discussed above. Exhibits 6A and 6B identify typical cross‐sections for each of the bikeways. Class I Bike Paths 1.
All Class I bike paths should conform to the design guidelines set forth by Caltrans. 2.
Class I bike paths should generally be designed as separated facilities away from parallel streets. They are commonly planned along rights‐of‐way such as waterways, utility corridors, railroads, and the like that offer continuous separated riding opportunities. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 124
Exhibit 6A: Off‐Road Two‐Way Path Options Exhibit 6B: On Road Directional Bike Lane Options WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 125
3.
Both AASHTO and Caltrans recommend against using most sidewalks for bike paths. This is due to conflicts with driveways and intersections. Where sidewalks are used as bike paths, they should be placed in locations with few driveways and intersections, be properly separated from the roadway, and have carefully designed intersection crossings. 4.
Class I bike paths should have a minimum of 8 feet of pavement, with at least 2 feet of unpaved shoulders for pedestrians/runners, or a separate treadway where feasible. See Exhibit 6A for typical off‐road cross‐
sections. 5.
Class I bike path crossings of roadways should be carefully engineered to accommodate safe and visible crossing for users. The design needs to consider the width of the roadway, whether it has a median, and the roadway’s average daily and peak‐hour traffic volumes. Crossings of low‐volume streets may require simple stop signs. Crossings of streets with average daily traffic (ADT) of approximately 15,000 vehicles should be assessed for signalized crossing, flashing LED beacons, crossing islands, or other devices. Roundabouts can provide desirable treatment for a bike path intersecting with roadways where the bike path is not next to a parallel street. 6.
Landscaping adjacent to Class 1 bike paths should generally consist of low‐water‐consuming native vegetation and should have the least amount of debris. Figure 1A: Bike Path with Native Vegetation 7.
Lighting should be provided where commuters will likely use the bike path in the late evening, of any type that will sufficiently illuminate the pathway. 8.
Barriers at pathway entrances should be clearly marked with reflectors and be ADA accessible (minimum 5 feet clearance, see Figure 1). Figure 1B: Bike Path Barrier Post Treatment 9.
Bike path construction should take into account vertical requirements and the impacts of maintenance and emergency vehicles on shoulders. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 126
Class II Bike Lanes The following guidelines should be used when designing Class II bikeway facilities. These guidelines are provided by the Caltrans Highway Design Manual Chapter 1000, AASHTO, the California Manual on Uniform Traffic Control Devices (MUTCD), and the Caltrans Traffic Manual. See Exhibit 6B for typical on‐road cross‐sections. 1.
Class II bike lane facilities should conform to the minimum design standard of 5 feet in width measured from the curb, edge of pavement, or outside edge of parking lane. Where space is available, a width of 6 to 8 feet is preferred, especially on busy arterial streets, on grades, and adjacent to parallel parking. 2.
Under certain circumstances, bike lanes may be 4 feet in width. Situations where this is permitted include the following. 3.
•
Bike lanes located between through traffic lanes and right turn pockets at intersection approaches (see Figure 4). •
Where there is no parking, the gutter pan is no more than 12 inches wide and the pavement is smooth and flush with the gutter pan. •
Where there is no curb and the pavement is smooth to the edge of the right‐of‐way. “Bike Lane” signage, as shown in Figure 2, shall be posted after every arterial intersection at intervals of a half‐mile and where the bike lane changes direction. Directional signage may also accompany this sign to guide bicyclists along the route, as prescribed in the Caltrans Manual. If a bike lane exists where parking is prohibited, “no parking” signage may accompany bike lane signage. 4.
5.
Figure 2: Bike Lane Sign (Caltrans) Bike lanes should be striped with a solid white stripe at least 4 inches wide and may be dashed up to 200 feet before the approach to an intersection. This design of a dashed bike lane allows for its dual use as a right‐turn pocket for motor vehicles. Stencils shall also be used within the lane on the pavement that reads “bike lane” and include a stencil of a bicycle with an arrow showing the direction of travel (see Figure 3). 6.
Figure 3: Bike Lane Striping and Stencil Bike lanes with two stripes are more visible than those with one and are preferred. The second stripe would differentiate the bike lane from the parking lane where appropriate. 7.
Where space permits, intersection treatments should include bike lane pockets as shown in Figure 4. 8.
Loop detectors that detect bicycles should be installed near the stop bar in the bike lane at all signalized intersections where bicycles are not reasonably accommodated. Signal timing and phasing should be set to accommodate bicycle acceleration speeds (see Figure 4.) WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 127
Figure 4: Bike Lane Treatment at Intersection (MUTCD, AASHTO) Class III Bike Routes Bike routes have been typically designated as simple signed routes along street corridors, usually local streets and collectors, and sometimes along arterials. With proper route signage, design, and maintenance, bike routes can be effective in guiding bicyclists along a route that is suited for bicycling but without enough roadway space to provide a dedicated Class II bike lane. Class III Bike Routes can be designed in a manner that encourages bicycle usage and provides convenience and safety. There are a variety of other improvements that can enhance the safety and attraction of streets for bicyclists, as shown in the example images below. Bike routes can become more useful when coupled with such techniques as: 1) route, directional, and distance signage: 2) wide curb lanes; 3) sharrow stencils; 4) regular maintenance schedules; 5) traffic signals timed and coordinated for cyclists: and 6) traffic calming measures. The following design guidelines should be used with the implementation of new Class III Bike Route facilities: 1.
2.
Proper “Bike Route” signage, as shown in Figure 5, should be posted after every intersection along the route of the bikeway at regular intervals and where the bike route changes direction. This will inform bicyclists that the bikeway facility continues and will alert motorists to the presence of bicyclists along the route. Directional signage may accompany this sign as well to guide bicyclists along the route. Figure 5: Class III Bike Route Sign This Plan recommends using the sharrow stencil (Figure 6) as a way to enhance the visibility and safety of new Class III Bike Route facilities. The stencil should be placed outside of on‐street vehicle parking to encourage cyclists to ride away from parked cars’ open doors. Stencils should also be placed at one or two locations on every block. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 128
3.
Figure 6: Sharrow Stencil A numbered bike route network may be devised as a convenient way for bicyclists to navigate through the valley much the way the numbered highway system guides motorists efficiently through the roadway network. This could be used on all classes of bikeways. An example of a numbered bikeway sign is shown in Figure 7. 4.
Figure 7: Numbered Bikeway Sign (MUTCD) Destination signs add value to bike routes and assist cyclists to develop a mental map of the route system. Arrows pointing to “downtown,” “Metrolink Station,” or “Community College” should be a standard part of the bikeway network. Destination signs should be placed at the intersection of bikeways to notify cyclists where each bike route goes. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 129
6.1.4 Signage and Markings Bikeway signage should conform to the signage standards identified in the MUTCD (2003) and the Caltrans Traffic Manual. These documents give specific information on the type and location of signage for the primary bikeway system. A full list of applicable on‐street bikeway signage from the MUTCD is shown in Table 1. TABLE 6‐1 RECOMMENDED BIKEWAY SIGNAGE AND MARKINGS Bike Lane Ahead: Right Lane Bikes Only At beginning of bike lanes
Black on white
Caltrans Sign Numbers N/A Bicycle Crossing For motorists at a bikeway crossing
Black on yellow
N/A Bike Lane Black on white
R81 Stop Ahead At the far side of significant arterial intersections Where a stop sign is obscured
MUTCD Sign Numbers R3‐16
R3‐17 W11‐15 with W11‐15a D11‐1
W17 W3‐1
Signal Ahead Where signal is obscured
Black, red on yellow Black, red, green
YW41 W3‐3
Pedestrian Crossing Where a pedestrian walkway crosses a bikeway At intersections where access to major destinations is available Where a bike lane ends before an intersection Black on yellow
W54 W11A‐2
White on green
G7
G8 R18 D1‐1b(r/l)
D1‐1c R3‐7
R4‐4 Signage Directional Signs Right Lane Must Turn Right; Begin Right Turn Here, Yield to Bikes Location Color Black on white
Local jurisdictions may want to add their own logo to give the bikeway signage a distinctive local flavor, as in the picture of signs below. A signage plan that distinguishes between local and regional (or combined) bike routes should be considered during implementation. Vancouver, British Columbia, marks street signs with bicycles if the streets are bicycle routes, as shown below. Figure 8: Destination Sign Figure 9: Vancouver Street Sign WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 130
It is important to provide information to cyclists where bike routes turn, or where bikeways intersect. This can be done with both signs and pavement markings, as shown below. Figure 10: Bicycle Signage and Pavement Markings 6.1.5 Bike Boulevards Bike boulevards are created where streets allow through traffic for bicyclists but divert motor vehicle traffic in order to keep these streets quiet, pleasant, and low‐traffic‐volume streets to cycle on. Diverters may consist of bridges, dead‐end streets with passages for bicycles, curbed islands with gaps for bicyclists, or traffic signals that allow cyclists to pass through but require motor vehicles to turn right or left. In order to keep traffic volumes low, diverters are generally needed every ½ mile or mile. Bike boulevards also may have features to slow traffic, such as chicanes, mini‐roundabouts or mini‐circles. The mini‐roundabouts have the added advantage of allowing cyclists to go through intersections without slowing down. Figure 11: Emphasized Bikeways Figure 12: Mini‐Circle WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 131
Green Bicycle Lanes Green bicycle lanes (Figure 13) are short lanes that are used where right‐turn pockets direct motorists through a bicycle lane to turn right. The green lane makes it obvious to motorists that they are crossing the bicycle lane and makes them more likely to be cautious and to look for bicycles. Figure 13: Green Bicycle Lanes Green bicycle lanes can be used as continuous treatment as well, not only in conflict zones. However, neither treatment has been approved as part of the California Manual of Uniform Traffic Control Devices (CA MUTCD). Until they are approved, local jurisdictions would have to use them under a sanctioned experimental process. Green Sharrow Lanes The City of Long Beach is presently experimenting with green travel lanes (see Figure 14) with sharrows to strengthen the bikeway designation. The wide green stripe sends a strong signal to cyclists as to where they should ride and to motorists that bicyclists are legitimate users of the entire travel lane. Although no standards are established, multi‐lane streets with narrow curb lanes are likely the most appropriate for this treatment. This treatment has not yet been approved as part of the California Manual of Uniform Traffic Control Devices (CA MUTCD). Until it is approved, local jurisidctions would have to use it under a sanctioned experimental process. Figure 14: Green Sharrow Lanes WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 132
6.1.6 Bicycle Parking Bicycle parking is not standardized in any state or municipal code. However, there are preferable types of secure bicycle accommodations available. Bicycle parking is a critical component of the network and facilitates bicycle travel, especially for commuting and utilitarian purposes. The provision of bicycle parking at every destination ensures that bicyclists have a place to safely secure their mode of travel. Elements of proper bicycle parking accommodation are outlined below. 1.
Bike racks provide short‐term parking. Bicycle racks should offer adequate support for the bicycles and should be easy to lock to. Figures 15 and 16 display a common inverted‐U design that does this. Figure 17 depicts a multi‐bicycle rack that works well. Figure 18 shows an innovative concept in which the bike rack itself looks like a bicycle. Figures 15 and 16: Inverted‐U Bicycle Rack Figure 17: Multi‐Bicycle Parking Rack WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines Figure 18: Bicycle‐Shaped Bike Rack 133
2.
Long‐term parking should be provided for those needing all day storage or enhanced safety. Bicycle lockers offer good long‐term storage, as shown in Figure 19, located in West Hollywood, California. Attendant and automated parking also serve long‐term uses, as shown in Figure 20, which is located in Spain. Figure 19: Bicycle Lockers Figure 20: Automated Bicycle Parking 3.
Bicycle parking should be clearly identified by signage, such as in Figure 21. Signage should also identify the location of racks and lockers at the entrance to shopping centers, buildings, and other establishments where parking may not be provided in an obvious location, such as near a front door. 4.
5.
Figure 21: Bicycle Parking Sign (Caltrans) Bicycle parking should be located close to the front door of buildings and retail establishments in order to provide for the convenience, visibility, and safety to those who park their bicycles. Bicycle lockers should have informational signage, placards, or stickers placed on or immediately adjacent to them identifying the procedure for how to use a locker. At a minimum this information should include: •
Contact information to obtain a locker at city hall or other administrating establishment •
Cost (if any) for locker use •
Terms of use •
Emergency contact information 6.
Bicycle lockers should be labeled explicitly and should not be used for other types of storage. 7.
Bicycle racks and storage lockers should be bolted tightly to the ground in a manner that prevents their tampering. 8.
Bike corrals are created when a local jurisdiction replaces on‐street auto‐parking spaces with rows of bicycle racks. They should be used where bicycle parking is in high demand. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 134
6.1.7 Drainage Gratess Care must be taken to en
nsure that drainage grates are bicycle‐safee. If not, a bicyccle wheel mayy fall into the slots of c
to tumb
ble. Replacing existing gratess or welding thin t
metal straaps across the grate the grate, causing the cyclist ular to the direction d
of trravel is requirred to make them bicycle safe. These should be ch
hecked perpendicu
periodically to ensure that the straps rremain in placee. Grates with bars perpendicular to the ro
oadway must n
not be he appropriatee types placed at ccurb cuts, becaause wheelchaairs could also get caught in tthe slots. Figurre 22 shows th
of drainagee grates that should be used. Fiigure 22: Prope
er Drainage Grrate Design 6.1.8 Lo
oop Detectors Loop detecctors at signalized intersections should bee designed to d
detect when aa bicycle rides or stops over them. Loop detecctors at the siggnalized interssections of min
nor streets (m
minor arterials or collectors) should have p
priority when retro
ofitting existin
ng detectors where w
the minor approachess do not call a a green phase during every signal cycle. How
wever, in the lo
ong run, all sign
nalized interseections should provide loops or other devicces to detect ccyclists in order to
o provide for e
enhanced, seam
mless travel. The State of California passed
d a new law th
hat became efffective in 2009 reequiring local jurisdictions to
o add bicycle‐ssensitive loop detectors to all a new signalss and those that are replaced. TThe general sp
pecifications arre that a detecction area of 6
6 feet by 6 feet be created b
behind the limit line, and that bicyclists be givven enough tim
me to travel through the inteersection, with the clearancee speed calculaated at per second plu
us 6 seconds fo
or start‐up. Paiinting the loop
p detectors and
d adding a bicycle stencil can help 14.7 feet p
to notify cyyclists where they need to bee to trip the deetectors. 6.2
P
Pedestrian
Design Standards and
d Guideline
es
The follow
wing section pre
esents pedestrrian design stan
ndards and guidelines. 6.2.1 Pe
edestrian Plan
nning Principle
es Walkabilityy depends much on the dessign and configguration of thee built environ
nment. Some features f
attracct and encouragee walking, while
e others discou
urage walking. The closer toggether that buildings and acttivities are arraanged, and wheree the environm
ment is safe, pleasant, p
and interesting, i
the more people will walk. Ass Western Rivverside County gro
ows, opportun
nities will arisee to enhance the pedestrian friendliness o
of our commun
nities. The following planning principles can serve as a guidee to increase th
he walkability of our neighbo
orhoods. 1.
Co
ompact, clusstered develo
opments nu
umber of destinations within diistance than lin
near developm
ment. locate a ggreater w
walking Figure 2
23A: Clustered
d Grid WRCOG NON
N‐MOTORIZED TRA
ANSPORTATION PLLAN UPDATE Section 6.0 Design Guidelines 135
Figure 23B: Liinear Developm
ment 2.
High storefront density in retail districts makes walking interesting and attracts pedestrians. Figure 24: Street with High Storefront Density 3.
Zero lot line zoning allows buildings to abut one another, keeping the distance between them convenient for walkers. Figure 25: Zero lot line zoning 4.
Clear as opposed to opaque windows on building fronts enhance the feeling of permeability and make for interesting window shopping. 5.
Ground floor retail and other interesting uses on the ground floor of buildings also attract window shoppers and make for interesting and pleasant walking environments, as opposed to large blank walls. Figure 26: Building with Ground Floor Retail Figure 27: Building with Blank Wall WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 136
6.
Mixed land uses make it convenient to walk between land uses—from home to work, from home to the store, from work to restaurants and other services. Figure 28: Building with Retail, Office, and Housing 7.
Convenient transit access encourages a mode of travel that stimulates walking at both ends of the trip. Figure 29: Commercial Area with Bus Lane 8.
Compact parking structures reduce the distance between destinations compared to large surface parking lots. Figure 30: Building with Compact Parking Figure 31: Large Surface Parking Lot Structure Wrapped with Retail WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 137
9.
Sidewalks adjacent to business and storefronts make access more convenient than those with parking separating sidewalks from entrances. This is safer for pedestrians as well. Sidewalks next to businesses attract window shoppers and make for interesting and pleasant walking environments. Figure 32: Stores Adjacent to Sidewalk Figure 33: Store with Parking in Front 10.
Short blocks bring more destinations within walking distance than long blocks. Figure 34: Destinations Reached on Long Blocks Figure 35: Destinations Reached on Short Blocks 11.
Architecture that blends well with its surroundings brings visual and functional interest and attracts pedestrians. Figure 36: Building with Attractive Architecture WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 138
12.
Pedestrian‐friendly street standards produce narrower streets that slow traffic and are easier to cross. They also make for more compact neighborhoods than wide streets. Figure 37: Commercial Street with Narrow Lanes Figure 38: Commercial Street with Wide Lanes 13.
Walls around new development take life off streets and prevent people from walking in and out. Walled development has become necessary with high‐speed arterial streets feeding large housing tracts. As street standards are revised, the walls become unnecessary and allow neighborhoods to integrate with each other. Figure 39: Walled‐in Housing Development 14.
Cul‐de‐sacs separate streets and neighborhoods, making walking either inconvenient or impossible. Streets should connect. Where cul‐de‐sacs are built they should be linked to allow pedestrians and bicycles to pass through. Figure 40: Cul‐de‐Sac Trip WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 139
Figure 41: Grid Trip 15.
Ahwahnee Principle: Streets, pedestrian paths and bike paths should contribute to a system of fully‐
connected and interesting routes to all destinations. Their design should encourage pedestrian and bicycle use by being small and spatially defined by buildings, trees and lighting and by discouraging high‐
speed traffic. 6.2.2 Pedestrian‐Friendly Policies 1.
Pedestrians should be able to walk safely to all destinations that motor vehicles access. 2.
Pedestrian access should be made safe and convenient. 3.
All urban streets and thoroughfares, except limited‐access highways, should have sidewalks, street lighting, and safely designed intersections for pedestrians and people with disabilities. 4.
Rural highways, except limited‐access highways and those where terrain prohibits, should have wide shoulders for pedestrians. 5.
Areas with potential for high pedestrian activity should have a variety of streetscape features to make the pedestrian experience interesting. The design and operation of pedestrian‐oriented areas should carefully integrate the needs of people arriving by foot, as well as motor vehicles, transit, and bicycle. Public events such as farmers’ markets, arts and craft shows, and festivals enliven the streets and create public space. Streetscape features in pedestrian activity centers need to be tailored for each location. They can include such features as: •
Bus shelters •
Trees and landscaping •
Benches and street furniture •
Colored or textured pavers (smooth in the Pedestrian Through Zone) •
Attractive street lights •
Attractive trash and recycling receptacles •
Attractive, consolidated news racks •
Clocks •
Public art •
Banners and flags •
Fountains •
Information kiosks •
District‐wide logo/signage program Figure 42: Pedestrian‐friendly atmosphere 6.2.3 Pedestrian Crossings Safe pedestrian crossings are critical components of the pedestrian network. Although the California Vehicle Code states that a crosswalk implicitly exists on every leg at every intersection, it is important to recognize that visibility and safety are important factors that determine where people will attempt to cross a street. The following guidelines are recommended for pedestrian crossings, including both signalized and unsignalized crosswalks. Pedestrian Crossing Guidelines 1.
Crosswalks should be a minimum of 6 feet in width, and at least 10 feet in business districts. Wider crosswalks should be considered in areas of high pedestrian volumes. 2.
Appropriate pedestrian crossing signage should be displayed in advance of and adjacent to all marked unsignalized crosswalks in order to enhance pedestrians’ visibility to motorists. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 140
3.
Unsignalized pedestrian crosswalks should be adequately lighted, have clear sight distances, and be free from obstructions such as foliage and poles. 4.
Unsignalized crosswalks should be well marked with high‐visibility paint. 5.
Mid‐block crosswalks should be designated in areas with relatively high pedestrian activity and crossing patterns, and where the distance to the nearest marked crosswalk is greater than 200 feet. 6.
At signalized intersections, efforts should be made to install marked crosswalks at every leg of the intersection where feasible given traffic and other considerations. 7.
Pedestrian signals should be timed to accommodate slower pedestrians. This should take into consideration people with slower walking speeds, such as seniors and persons with disabilities, in areas where this is appropriate. This may be also be achieved by using Pedestrian Friendly User Intelligent (PUFFIN) signals that detect pedestrians in the crosswalk and extend the walk time to allow then to finish crossing. 8.
In pedestrian‐oriented retail districts the “walk” signals should be automatically timed with the traffic signal and no push buttons should be needed. 9.
All crossings should meet all Americans with Disabilities Act (ADA) standards and guidelines. 10.
ADA‐compliant curb ramps should be provided at all corners. Where physically feasible, every corner should have two perpendicular ramps. 11.
Where feasible, pedestrian crossing islands should be considered where pedestrians are required to cross a wide multi‐lane street, especially at uncontrolled locations. 12.
Consideration should be given to reducing the turning radius of corners at intersections in order to minimize the crossing distance of pedestrians and to slow traffic, especially across busy multi‐lane arterials. The presence of buses, trucks, and other large vehicles should be considered in designing the turning radii. 13.
Curb extensions should be considered at intersection corners as a way to minimize the crossing distance of pedestrians and to increase visibility. Intersection Toolbox for Safe Crossings A growing number of communities are using a variety of techniques to improve pedestrian safety and access at intersections. Many of these are listed below. Local jurisdictions can select from this list and apply the appropriate tool at each given location. 1.
Accessible pedestrian signal: A pedestrian signal that provides accessible information to pedestrians who are visually impaired using audible or transmittable tones or speech messages. These signals may also include vibrating surfaces to provide accessibility to those who have visual or hearing impairments. These should be provided at all signalized intersections, with those having significant pedestrian activity retrofitted first. Figure 43: Accessible pedestrian signal 2.
Advanced limit line/advanced stop bar: Placing the stop limit line for vehicle traffic at a traffic signal behind the crosswalk for the added safety of crossing pedestrians. Advanced limit lines should be placed in front of stop controlled intersections, usually about 4 to 6 feet in front of the crosswalk Figure 44: Advanced limit line WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 141
3.
Advanced yield line: Placing the yield line (shark’s teeth) for vehicle traffic in advance of a crosswalk at uncontrolled locations. Advanced yield lines should be placed 20 to 50 feet in advance of crosswalks. Figure 45: Advanced yield line 4.
Bulbout/curb extension: A segment of sidewalk, landscaping, or curb that is extended into the street, usually associated with crosswalks, in order to shorten the crossing distance for pedestrians and improve visibility. It can also have the effect of slowing traffic, especially turning vehicles. Curb extensions should be provided at any intersection with significant pedestrian traffic that is along a street with parallel parking. If there is no parallel parking, the street can be narrowed at the pedestrian crossing with a curb extension that is tapered to prevent oncoming traffic from hitting it. Figure 46: Bulbout/curb extension 5.
Countdown signal: A walk signal that provides a countdown to the next solid “don’t walk” signal phase in order to provide pedestrians with information on how much time they have to cross. These should be placed at every signalized intersection with pedestrian heads. 6.
Figure 47: Countdown signal Curb ramp: A ramp and landing that allows for a smooth transition between sidewalk and street via a moderate slope. This feature at intersections allows persons using wheelchairs to cross the street. They should have tactile devices that provide both texture and color cues for sight‐impaired people to know where the street begins. The ADA requires wheelchair access at every street corner. Double, perpendicular curb ramps should be used in lieu of single, diagonal ramps except on streets with low traffic volumes. Double curb ramps make the trip across the street shorter and more direct than diagonal ramps. Figure 48: Curb ramp WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 142
Figure 49: Types of curb ramps HAWK signals: Provide a stop phase so that pedestrians can safely cross. HAWK signals are activated only when pedestrians need to cross. HAWK signals are most appropriate where a significant number of pedestrians need to cross and the location does not meet signal warrants. HAWK signals are an approved device in the MUTCD, but not yet in the CA MUTCD. 7.
Figure 50: HAWK signals 8.
High‐visibility crosswalk: Well‐marked crosswalk, usually the “zebra” type. These should be provided at any intersection where a significant number of pedestrians cross. They are most important at uncontrolled crossings of multi‐lane streets. Figure 51: High‐visibility crosswalk 9.
Mid‐block crossing: A crosswalk designed at a mid‐point between intersections. These are most suited where there is a long distance (greater than 400 feet) between crosswalks on retail streets and in front of schools. Figure 52: Mid‐block crossing 10.
Pedestrian crossing island: An area in the center of the street that is raised and provides a refuge for pedestrians crossing a busy street. They can be used at any street crossing, but are most important at uncontrolled crossings of multi‐lane streets. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 143
Figure 53: Pedestrian crossing island 11.
PUFFIN crossing: Pedestrian user‐friendly intelligent crossings detect pedestrians and hold the signal red for motor vehicles until the pedestrian has crossed. They are most appropriate at locations where a significant number of senior citizens or disabled people cross. 12.
Raised crosswalk: A crosswalk that has been raised in order to slow motor vehicles and to enhance the visibility of crossing pedestrians. They are most appropriate in front of schools and in busy retail districts. Figure 54: Raised crosswalk 13.
Rapid‐flash LED beacons: High‐visibility beacons that activate when pedestrians cross. They are most suitable at uncontrolled crossings that don’t warrant signals, but need more than basic crossing devices. These are approved for experimental use by the national MUTCD. 14.
Figure 55: Rapid‐flash LED beacons Scramble intersection: Provides a separate, all‐direction red phase in the traffic signal to allow pedestrians to cross linearly and diagonally. They are most appropriate in retail districts with heavy volumes of both pedestrians and motor vehicles. 15.
Figure 56: Diagonal intersection Figure 57: Signage for diagonal intersection Signs: Alert motorists to the presence of crosswalks and pedestrians. Center signs can help slow traffic. These are placed according to the CA MUTCD. Figure 58: Pedestrian crossing signage WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 144
Figure 59: Pedestrian crossing signage 16.
Speed feedback signs: Alert motorists when they are going over the speed limit. They are most appropriate where motor vehicles commonly speed and there are pedestrians or bicyclists. Intersection Toolbox by Street Type It is important to use the correct device in making pedestrian crossings safe. The following provides some general guidance. Engineering judgment is necessary at each location. Figure 60: Speed feedback signage 1.
2.
3.
4.
Common treatments at crossings of two‐lane streets •
Marked crosswalks •
Signs •
Perpendicular curb ramps •
Tactile warning devices •
Advanced yield bars (at uncontrolled crossings) •
Advanced stop bars (at stop‐controlled crossings) Common treatments at uncontrolled crossings of three‐lane streets •
High‐visibility crosswalks •
Signs •
Advanced yield bars •
Crossing islands •
Bulb‐outs Common treatments at uncontrolled crossings of four and five‐lane streets with ADTs < 25,000 to 30,000 and speed limits 35 mph or less •
Crossing islands (preferred device) •
Signs •
Advanced yield bars •
Bulb‐outs •
Rapid‐flash LED beacons •
Use multiple devices Common treatments at crossings of four‐plus‐lane streets with ADTs >25,000 to 30,000, or with lower ADTs and speed limits over 35 mph •
Signals (preferred device) •
Advanced stop bars •
Countdown and accessible pedestrian signals •
Bulb‐outs •
Crossing islands WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 145
6.2.4 Sidewalk Design Pedestrian design guidelines should vary according to the type of street involved. Streets may be classified by type based on the uses they serve and the level of pedestrian activity expected there. The following street typologies describe the primary function and uses that typically occur on the street and therefore influence the preferred design for pedestrians. Local jurisdictions can integrate the following street typologies and design guidelines within Circulation Elements and Standard Plans. Street Typologies 1.
Pedestrian‐oriented retail streets: pedestrian‐oriented retail streets are those where the greatest numbers of pedestrians are encouraged and expected. Ideally, they will have the widest sidewalks, the widest crosswalks, the brightest street lighting, and the most furnishings and other features that will enhance the pedestrian environment. Retail, restaurant, and entertainment areas are most often located along these streets. Figure 61: Pedestrian‐oriented retail street 2.
General commercial and civic streets: General Commercial and Civic Streets are arterial streets with retail, office, civic, and recreational uses. Transit service runs along them and pedestrians often require buffers from traffic. 3.
Multi‐family residential streets: Multi‐family residential streets often have greater volumes of pedestrians than single‐family residential streets. In some cases they are served by transit service. Streets that have transit service require good pedestrian links to bus stops. 4.
Single‐family residential streets: Single‐family residential streets require basic pedestrian amenities, such as sidewalks. These streets are typically quieter than others and generally do not carry transit vehicles or high volumes of traffic, although pedestrians require a pleasant walking environment in order to access transit on the nearest arterial roadway. Figure 62: Multi‐family residential street Sidewalk Design Guidelines Sidewalks along city and county streets are the most important part of pedestrian mobility. Sidewalks provide pedestrian access to virtually every activity and critical connections between modes of travel, including the automobile, transit, and bicycles. General provisions for sidewalks include standard width, provisions for street furniture and other obstructions, and guidelines for ADA compliance. Sidewalks can be segmented into four zones that designers should provide for: the frontage zone, the through pedestrian zone, the furnishings zone and the curb zone. The following describes these sidewalk zones and recommends specific guidelines that apply to each. Local jurisdictions may decide to develop their own similar guidelines. 1.
Frontage Zone: The frontage zone is the area between the building façade and the sidewalk. It can include landscaping (permanent or temporary) as well as awnings, news racks, benches, outdoor café seating, and other furnishings typically found in the furnishings zone. In residential neighborhoods, landscaping typically occupies the frontage zone. The recommended minimum frontage zone width is: WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 146
•
30 inches in pedestrian‐oriented retail streets; 8 feet where outdoor café seating is desired •
18 inches along general commercial and civic streets, multi‐family residential streets, and single‐family residential streets Figure 63: Sidewalk zones 2.
Through pedestrian zone: The through pedestrian zone is dedicated to walking and should be kept clear of all fixtures and obstructions. The clearance provided in the through pedestrian zone should generally be straight for convenience of all pedestrians, but especially for the sight‐
impaired. This zone is located between the frontage zone and the furnishings zone. The recommended minimum through pedestrian zone width is: •
feet in pedestrian‐oriented retail streets; wider where heavy pedestrian traffic is expected •
6 feet along general commercial and civic streets •
4 feet, preferably 5 feet, along multi‐family residential streets •
4 feet, preferably 5 feet, along single‐family residential streets Figure 64: Through pedestrian zone 3.
Furnishings zone: The furnishings zone lies between the through pedestrian zone and the curb zone. All fixtures, such as street trees, utility poles and boxes, lamp posts, signage, bike racks, news racks, benches, waste receptacles, drinking fountains, and other street furniture should be contained in the furnishings zone to keep the through pedestrian zone free for walking. In residential neighborhoods, a planting strip often occupies the furnishings zone. The recommended minimum furnishings zone width is 4 feet and 8 feet at bus stops. 4.
Curb zone: The curb zone provides a buffer between the sidewalk and the street. It defines the pedestrian area from the street. It may simply consist of the width of the curb or may contain extra space for the unloading of passengers or freight. The recommended minimum curb zone width is: •
18 inches where pedestrian or freight loading is expected and may conflict with obstacles in the furnishings zone •
6 inches along segments of all other streets The total recommended minimum sidewalk width for different districts are: •
15 feet in pedestrian‐oriented retail streets; wider where heavy pedestrian traffic or pedestrian loading is expected; more at bus stops •
12 feet along general commercial and civic streets; more at bus stops •
11 feet along multi‐family residential streets; may include planting strip; more at bus stops •
10 feet, preferably 15 feet along single‐family residential streets; may include planting strip WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 147
Other Sidewalk Guidelines 1
All sidewalks should adhere to the latest ADA standards and guidelines. 2
Driveway aprons should be confined to the furnishings and curb zones. 3
Landscaped buffers or fences should separate sidewalks from parking or off‐street passenger loading areas. 4
Sidewalk surfaces should be stable, firm, smooth, and slip resistant. 5
Pedestrian and driver sight distances should be maintained near driveways. 6
Regulations regarding fencing and foliage near the intersection of sidewalks and driveways should be developed to ensure proper sight distance between vehicles and pedestrians when vehicles enter or exit a driveway across a sidewalk. 6.3
NEV Design Standards and Guidelines
NEVs may operate on roads with posted speed limits of 35 mph or less without special lanes or signage. Special use lanes are required for roads with posted speed limits of 40 mph or greater. Where appropriate, NEVs may be operated on shared NEV/bike lanes as Class II lanes. Shared NEV/bike lanes typically use an enhanced total width of 7 feet compared to the traditional 5 feet provided for bikes only. The additional width accommodates an NEV’s wheel base while providing room for passing. 6.3.1 NEV Definitions The following section summarizes key operating and design definitions. Class I: Completely separate pathway; adjacent to major roadways. NEVs can share a path with bicycles and pedestrians. See Exhibit 6‐x for path options. Class II: Collector streets and minor arterials where speeds are typically greater than 35 mph. NEVs share lane with bicycles. As with bicycles, on‐street parking should be reconsidered for safe NEV operations. Class III: Shared travel lane. NEVs operate as traditional vehicles on residential and low volume roads and low‐
speed commercial streets with posted speed limits of up to 35 mph. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 6.0 Design Guidelines 148
Similarly, o
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ht be considereed. In this example, aan adjacent pedestrian trail iss suggested. 6.3.2 Siignage and Strriping Sample O
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NEV operaations and signage are goveerned by enab
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Valley. WRCOG NON
N‐MOTORIZED TRA
ANSPORTATION PLLAN UPDATE Section 6.0 Design Guidelines 149
150
SECTION 7.0 FUNDING OPPORTUNITIES AND EXPENDITURES
A variety of potential funding sources—including local, state, regional, and federal funding programs—may be used to construct the proposed bicycle and pedestrian improvements in this Plan. These could also fund bicycle and pedestrian projects in Western Riverside County that are not in this Plan. Most of the federal and state programs are competitive and involve completing extensive applications with clear documentation of the project need, costs, and benefits. Local funding for projects can come from sources within jurisdictions that only fund projects in that jurisdiction. A detailed program‐by‐program explanation of available funding and the latest relevant information follows. Recreation Infrastructure Non‐
Infrastructure COG Eligible Summary of Funding Opportunities Commuter Table 7‐1 Federal SAFETEA‐LU X X X X Recreational Trail Fund X X Safe Routes to School (SRTS) X X X X Land and Water Conservation Fund X X Community Development Block Grants X X X TDA Article 3 X X X Bicycle Transportation Account (BTA) X X Safe Routes to School (SR2S) X X X X Office of Traffic and Safety (OTS) X X X EEMP X X X X AB 2766 X X X X Per Capita Grant X X RZH Grant Program X X Prop 84 – Statewide Park Program X X X Prop 84 – Urban Greening X X X Caltrans Disabled Rights Court Settlement X X * Measure A X X Transportation Uniform Mitigation Fee (TUMF) X X Redevelopment Agency X X X X Resurfacing and Repaving X X New Construction X X X Impact Fees and Developer Mitigation X X X X Funding Source State Local WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 151
Benefit Assessment Districts X X X Property Taxes and Bonds X X X User Fees X X X X Business Improvement Districts X X X X Parking Meter Revenues X X X X Adopt‐a‐Path Program X X X X General Funds X X X X * Guidelines not available yet. 7.1
Federal Funding Programs
7.1.1 SAFETEA‐LU, Riverside County Transportation Commission Administered Funds The Safe Accountable Flexible Efficient Transportation Equity Act: A Legacy for Users (SAFETEA‐LU) sets the framework for spending federal transportation revenue. SAFETEA‐LU expired with the federal fiscal year in 2009, although Congress has extended its provisions until a new bill can be passed. Congress will adopt successor legislation with new funding programs and guidelines. Many of the programs described in this section may remain once there is a new transportation bill. Federal funding through SAFETEA‐LU will likely provide some of the outside funding for Western Riverside County projects. SAFETEA‐LU currently contains three major programs that fund bikeway and/or trail projects: Surface Transportation Program, Transportation Enhancement Activities (TEA), and Congestion Mitigation and Air Quality Improvement (CMAQ). Other programs include the National Recreational Trails Fund, Section 402 (Safety), Scenic Byways, and Federal Lands Highway. SAFETEA‐LU funding is administered through the California Department of Transportation (Caltrans) and the Riverside County Transportation Commission (RCTC). RCTC manages a Call for Projects periodically as sufficient federal funds become available. The Call for Projects solicits proposals from local jurisdictions, including councils of government (COGs), to apply for funding for their projects. In the past, RCTC has used both TEA and CMAQ funds for bicycle and/or pedestrian projects. A match by local jurisdictions may be required for receipt of funds or may enhance the chances of a project receiving funds. These federal funds may not be used to match other federal funds. More information can be found at http://www.rctc.org/federalandstatefunding.asp. 7.1.2 SAFETEA‐LU, Recreational Trails Fund The Recreational Trails Fund (RTF) is also a SAFETEA‐LU program that is subject to the same reauthorization process. The California State Parks Department administers the funds. RTF annually funds recreational trails, including bicycle and pedestrian paths. Cities, counties, districts, state agencies, federal agencies, and non‐profit organizations may apply, but not COGs. A 12 percent match is required. Federal, state, local and private funds may be used to match the grant. More information can be found at http://www.parks.ca.gov/?Page_id=24324. 7.1.3 Safe Routes to School As of 2006, a federal Safe Routes to School (SRTS) program offers grants to local agencies and others for facilities and programs. Non‐traditional agencies may apply, such as school districts, COGs, health departments, non‐profit organizations, education departments, hospitals. Federally recognized Native American tribes may apply but must partner with a city, county, metropolitan planning organization, or regional transportation planning organization WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 152
7‐2 that serves as the responsible agency. Bikeways, sidewalks, intersection improvements, traffic calming, and other projects that enhance bicycle and pedestrian safety to elementary and middle schools are eligible. Safety education, enforcement, and promotional programs are also eligible. Caltrans administers this grant and releases the funds in multi‐year cycles through its district offices. Approximately $46 million was spent statewide in 2008 SRTS‐funded projects. The funds are distributed to each Caltrans district according to school enrollment. Local jurisdictions, school districts, and other agencies compete for these funds. This program will have to be reauthorized with the upcoming federal transportation bill. More information can be found at http://www.dot.ca.gov/hq/LocalPrograms/saferoutes/saferoutes.htm. 7.1.4 Land and Water Conservation Fund States receive individual allocations of LWCF grant funds based on a national formula, with state population being the most influential factor. States initiate a statewide competition for the amount available annually. Applications are received by the state up to its specified deadline date. They are scored and ranked according to the project selection criteria so that only the top‐ranked projects (up to the total amount available that year) are chosen for funding. Chosen applications are forwarded to the National Park Service for formal approval and obligation of federal grant monies. COGs are not eligible to receive LWCF funds. Bike paths and recreational trails are eligible uses of this money. A one‐for‐one match is required. Federal funds cannot be used as a match, except Community Development Block Grants (CDBG). The California State Parks Department administers the funds. More information can be found at http://www.parks.ca.gov/?Page_id=21360. 7.1.5 Community Development Block Grants The CDBG entitlement program allocates annual grants to larger cities and urban counties to develop viable communities by providing decent housing, a suitable living environment, and opportunities to expand economic opportunities, principally for low‐ and moderate‐income persons. Every year the local governments receive federal money for a wide variety of community improvements in the form of CBDG funds. Bicycle, pedestrian and neighborhood electric vehicle (NEV) facilities are eligible uses of these funds. CBDG funds only pay for projects in areas of economic need. COGs are not eligible to receive CBDG funds. No match is required. More information can be found at http://www.hud.gov/offices/cpd/communitydevelopment/programs/. 7.1.6 Economic Stimulus Funds Starting in 2009 the federal government has given significant funds to local governments for a wide array of projects, many of which are transportation related. Bikeways, trails, NEV facilities, and pedestrian improvements have been eligible. Some of these have been funded by Transportation Investment Generating Economic Recovery (TIGER) grants. Projects that have completed environmental review and design, deemed to be “shovel ready”, have been favored. These have been short‐term programs with expiration dates. While none of these funding programs may be available as of passage of this Plan, jurisdictions that advance projects to a shovel‐ready stage position themselves to win any future grants, should they be offered again. More information can be found at www.recovery.gov and http://www.dot.gov/documents/finaltigergrantinfo.pdf. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 153
7.2
State Funding Programs
7.2.1 Transportation Development Act Article 3 (SB 821) TDA Article 3 funds—also known as the Local Transportation Fund (LTF)—are used by cities in Riverside County to plan and construct bicycle and pedestrian facilities. Every year RCTC issues a Call for Projects for local jurisdictions to apply and compete for the money. COGs may not apply for these funds. No match is required. An evaluation committee scores the applications and assesses use, safety, transportation alternative, missing link, matching funds, population equity, and physical access. Applications with the highest scores receive funds. In 2009 over $1 million in Article 3 funds were distributed by RCTC. TDA Article 3 funds may be used for the following activities related to planning and constructing bicycle and pedestrian facilities: Engineering expenses leading to construction. Right‐of‐way acquisition. Construction and reconstruction. Retrofitting existing bicycle facilities to comply with the Americans with Disabilities Act (ADA). Route improvements, such as signal controls for cyclists, bicycle loop detectors, rubberized rail crossings, and bicycle‐friendly drainage grates. Purchase and installation of bicycle facilities, such as improved intersections, secure bicycle parking, benches, drinking fountains, changing rooms, rest rooms, and showers adjacent to bicycle trails, employment centers, park‐
and‐ride lots, and/or transit terminals accessible to the general public. More information can be found at http://www.rctc.org/federalandstatefunding.asp. 7.2.2 Bicycle Transportation Account The state Bicycle Transportation Account (BTA) is an annual statewide discretionary program that is available through the Caltrans Bicycle Facilities Unit for funding bicycle projects. Available as grants to local jurisdictions, the BTA emphasizes projects that benefit bicycling for commuting purposes. Agencies may apply for these funds through the Caltrans Office of Bicycle Facilities. Applicant cities and counties need an approved bicycle plan for their jurisdiction that conforms to Streets and Highways Code 891.2 to qualify and compete for funding on a project‐by‐project basis. Cities and counties (not COGs) may apply for these funds. A local match of 10 percent is required for all awarded funds. There are no restrictions on where the match comes from. Every year $7.2 million is allocated for bicycle projects statewide. The NMTP establishes a regional network from which local plans can build local‐serving bicycle and pedestrian routes. Once a jurisdiction has an approved bicycle plan that meets the requirements of the Street and Highways Code 891.2, they may apply for the Caltrans grant. More information about BTA grants can be found at http://www.dot.ca.gov/hq/LocalPrograms/bta/btawebPage.htm. 7.2.3 Safe Routes to School The Safe Routes to School (SR2S) program is separate from the federal SRTS program. It uses allocated funds from the Hazard Elimination Safety (HES) program of SAFETEA‐LU. This program, initiated in 2000, is meant to improve school commute routes by improving safety to bicycle and pedestrian travel through bikeways, sidewalks, intersection improvements, traffic calming, and ongoing programs. This program funds improvements for elementary, middle, and high schools. A local match of 10 percent is required for this competitive program. There are no restrictions on where the match comes from. This program allocates over $20 million annually or $40 to $50 million in two‐year cycles. Each year the state legislature decides whether to allocate funds to the program. Caltrans administers SR2S funds through its district offices. More information can be found at http://www.dot.ca.gov/hq/LocalPrograms/saferoutes/saferoutes.htm. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 154
7.2.4 Office of Traffic Safety The California Office of Traffic Safety (OTS) seeks to reduce motor vehicle fatalities and injuries through a national highway safety program. Priority areas include police traffic services, alcohol and other drugs, occupant protection, pedestrian and bicycle safety, emergency medical services, traffic records, roadway safety, and community‐based organizations. The OTS provides grants for one to two years. The California Vehicle Code (Sections 2908 and 2909) authorizes the apportionment of federal highway safety funds to the OTS program. Bicycle and pedestrian safety programs are eligible programs for OTS start‐up funds. City and county agencies are eligible to apply, as well as COGs. No match is required, but contributions of other funds may make projects more competitive. More information can be found at http://www.ots.ca.gov/Grants/Apply/Proposals_2011.asp. 7.2.5 Environmental Enhancement and Mitigation Program (EEMP) EEMP funds are allocated to projects that offset environmental impacts of modified or new public transportation facilities, including streets, mass transit guideways, park‐n‐ride facilities, transit stations, tree planting to mitigate the effects of vehicular emissions, off‐road trails, commuter bikeways, pedestrian improvements, NEV facilities, and the acquisition or development of roadside recreational facilities. City, county, COGs, state agencies, and non‐
profit organizations may apply. No match is required, although additional point will be given for matching funds. The State Resources Agency administers the funds. More information can be found at http://www.resources.ca.gov/eem/. 7.2.6 AB 2766 AB 2766 Clean Air Funds are generated by a surcharge on automobile registration. The South Coast Air Quality Management District allocates 40 percent of these funds to cities according to their proportion of the district’s population for projects that improve air quality. The projects are up to the discretion of the city and may be used for bicycle projects that could encourage people to bicycle in lieu of driving. The other 60 percent is allocated through a competitive grant program that has specific guidelines for projects that improve air quality. The guidelines vary and funds are occasionally eligible for a variety of bicycle, NEV, and pedestrian projects. The Mobile Source Review Committee administers the discretionary funds. More information can be found at http://www.aqmd.gov/localgovt/AB2766.htm. 7.2.7 Per Capita Grant Program The Per Capita Grant Program is intended to maintain a high quality of life for California's growing population by providing a continuing investment in parks and recreational facilities. Specifically, it is for the acquisition and development of neighborhood, community, and regional parks and recreation lands and facilities in urban and rural areas. Eligible projects include acquisition, development, improvement, rehabilitation, restoration, enhancement, and the development of interpretive facilities for local parks and recreational lands and facilities. Per Capita Grant funds can only be used for capital outlay. They may be used for bike paths and trails. This grant is given to local governments based on their population. Some cities have used up their full allocation, while others have not. Regional parks and open space districts also receive these funds. COGs are not eligible to receive Per Capita Grant funds. The California State Parks Department administers these funds. More information can be found at http://www.parks.ca.gov/?page_id=22333. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 155
7‐5 7.2.8 Roberti‐Z'Berg‐Harris Grant Program, Proposition 40 Funds for this grant program are to be allocated for projects pursuant to the Roberti‐Z'berg‐Harris (RZH) Urban Open Space and Recreational Grant Program and are to be used for: •
•
•
•
High priority projects that satisfy the most urgent park and recreation needs, with emphasis on unmet needs in the most heavily populated and most economically disadvantaged areas within each jurisdiction. Projects for which funding supplements—rather than supplants—local expenditures for park and recreation facilities and does not diminish a local jurisdiction's efforts to provide park and recreation services. Block grants allocated on the basis of population and location in urbanized areas. Need‐basis grants to be awarded competitively to eligible entities in urbanized and non‐urbanized areas. Eligible projects include: •
•
•
•
Acquisition of park and recreation lands and facilities Development/rehabilitation of park and recreation lands and facilities Special major maintenance of park and recreation lands and facilities Innovative recreation programs Bike paths and recreational trails are eligible uses of this money. Cities, counties, and recreation and parks districts may apply for these funds, but not COGs. No match is required. The California State Parks Department administers the funds. More information can be found at http://www.parks.ca.gov/default.asp?page_id=22329. 7.2.9 Proposition 84: Statewide Park Program The Statewide Park Act awards grants on a competitive basis to the most critically underserved communities across California for the creation of new parks and new recreational facilities. Altogether, $368 million will be given in two funding cycles. The first funding cycle in 2009 awarded $184 million. Grants range from $100,000 to $5 million. No match is required. Bikeways and trails can be funded with this program. They do not have to be in a park. The creation of new parks in neighborhoods where none currently exist are given priority. These new parks will meet the recreational, cultural, social, educational, and environmental needs of families, youth, senior citizens, and other population groups. Cities, counties, districts with a park and recreation director, COGs, joint power authorities, or nonprofit organizations are eligible to apply for these funds. The California State Parks Department administers the Statewide Park Program funds. More information can be found at http://www.parks.ca.gov/?Page_id=26025. 7.2.10 Proposition 84: Urban Greening Project Grants In 2006 California voters passed Proposition 84 to expand recreational facilities and to fund environmental quality projects. Of this, $70 million was set aside to fund urban greening projects that reduce energy consumption, conserve water, improve air and water quality, reduce global warming gases. This money will be dispersed in three funding cycles. The first cycle ended in April 2010. Cities, counties, and nonprofit organizations (but not COGs) are eligible to apply for these funds. No matching funds are required, but they are encouraged. Bike paths and recreational trails are eligible uses of this money. The State of California Strategic Growth Council administers this program. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 156
More information can be found at [email protected]. 7.2.11 Caltrans Disabled Rights Court Settlement Caltrans has reached an agreement to settle a class action suit brought by Californians for Disability Rights and California Council for the Blind. The court decision was finalized in April 2010. The agreement calls for Caltrans to spend $1.1 billion over the next 30 years on removing barriers to disabled pedestrians along state highways and at Caltrans park‐and‐ride facilities. Caltrans will administer the funds. The funds will be dispersed annually in the following amounts: • $25 million for the first five years • $35 million for the next 10 years • $40 million for the following 10 years • $45 million for the last five years More information can be found athttp://www.dot.ca.gov/hq/paffairs/news/pressrel/09pr28.htm. 7.3
Local Funding 7.3.1 Measure A In 1998 voters approved Measure A, Riverside County’s half‐cent sales tax for transportation. Funds are allocated to three districts—Western Riverside County, the Coachella Valley, and Palo Verde—in proportion to revenues generated in each district. In 2002, Riverside County voters extended Measure A through 2039 to continue funding transportation improvements. Approximately $970 million of Measure A funds are distributed to cities and the county, with 75 percent of the funds allocated according to population, and the other 25% by the revenues collected from each jurisdiction. The local jurisdictions may spend the funds on improvements to local streets and roads as they see fit. Bicycle, pedestrian, and NEV projects on local streets and roads are eligible uses of those funds. An estimated $300 million of Measure A will be spent on improvements to highways and arterial streets on the Regional Arterial System. This pre‐determined list of roads is listed in the Measure A ordinance. Bicycle and pedestrian improvements along these roads are not specifically called out in Measure A, but may be funded as part of the improvements to these thoroughfares. More information can be found at http://www.rctc.org/measurea.asp. 7.3.2 Transportation Uniform Mitigation Fee In conjunction with Measure A, an innovative Transportation Uniform Mitigation Fee or TUMF was created. Under the TUMF, developers of residential, industrial, and commercial property pay a development fee to fund transportation projects that will be required as a result of the growth the projects create. The TUMF program lists specific roads that are part of the regional arterial system. TUMF funds improvements along these arterials. The TUMF program does not have a specific category set aside for non‐motorized transportation projects, although TUMF funds may pay for limited bicycle, pedestrian, and NEV improvements as part of other improvements to the regional arterial system. WRCOG administer the TUMF funds. More information can be found at http://www.rctc.org/tumf.asp. 7.3.3 Redevelopment Agency Funds Redevelopment agency funds are tax increments derived from taxes on property within redevelopment areas. They must be spent on improvements in the designated redevelopment area based on adopted redevelopment WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 157
7‐7 plans. Local jurisdictions should ensure that planned bicycle, pedestrian, and NEV projects are incorporated within all applicable redevelopment plans for individual redevelopment agency project areas. The local redevelopment agencies determine what to spend their funds on. 7.3.4 Resurfacing and Repaving Local jurisdictions should take advantage of opportunities to add bicycle lanes, NEV lanes, and other markings upon resurfacing and repaving of streets. While other lanes are restriped, the bike facilities can be painted as well. This requires close coordination with the Planning or Community Services Department and Public Works so that low cost bicycle upgrades are not left out of street maintenance projects. 7.3.5 New Construction Future road widening and construction projects are one means of providing bike and NEV lanes. To ensure that roadway construction projects provide bike lanes where needed, it is important that an effective review process is in place to ensure that new roads meet the standards and guidelines presented in this master plan. Developers may also be required to dedicate land toward the widening of roadways in order to provide for enhanced bicycle mobility. 7.3.6 Impact Fees and Developer Mitigation Impact fees may be assessed on new development to pay for transportation projects, typically tied to vehicle trip generation rates and traffic impacts generated by a proposed project. A developer may reduce the number of trips (and hence impacts and cost) by paying for on‐ or off‐site bikeway improvements that will encourage residents to bicycle rather than drive. In‐lieu parking fees may also be used to contribute to the construction of new or improved bicycle parking facilities. Establishing a clear nexus or connection between the impact fee and the project’s impacts is critical in avoiding a potential lawsuit. Local jurisdictions have the option to create their own impact fee and mitigation requirements. 7.3.7 Benefit Assessment Districts Bike paths, bicycle and NEV lanes, bicycle parking, and related facilities can be funded as part of a local benefit assessment district. However, defining the boundaries of the benefit district may be difficult since the bikeways will have citywide or regionwide benefit. Sidewalks, trails, intersection crossings, and other pedestrian improvements can also be funded through benefit assessments. 7.3.8 Property Taxes and Bonds Cities and counties can sell bonds to pay for bikeways, pedestrian facilities, NEV lanes, and paths, as well as any amenities related to these facilities. A supermajority of two‐thirds of voters in that jurisdiction must vote to levy property taxes to repay the bonds. 7.3.9 User Fees Bicycle lockers and automated bicycle parking could be paid for with a user fee. Not knowing how much revenue the fee would generate, this funding source would require a backup source. 7.3.10 Business Improvement Districts Bicycle improvements can often be included as part of larger efforts of business improvement and retail district beautification. Similar to benefit assessments, business improvement districts collect levies on businesses in order to fund area‐wide improvements that benefit businesses and improve access for customers. These districts may include provisions for bicycle improvements such as bicycle parking or shower and clothing locker amenities, sidewalk improvements, pedestrian crossing enhancements, or NEV facilities. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 158
7‐8 7.3.11 Parking Meter Revenues Cities can fund various improvements through parking meter revenues. The ordinance that governs the use of the revenues would specify eligible uses. Cities have the option to pass ordinances that specify bicycle, pedestrian, and NEV facilities as eligible expenditures. 7.3.12 Adopt‐a‐Path Program Maintenance of bike paths, NEV paths, and recreational trails could be paid for from private funds in exchange for some recognition, like signs along the path saying “Maintained by (name).” In order for this to consistently work, a special account could be set up that donors would pay into. 7.3.13 General Funds Cities and counties may spend general funds as they see fit. Any bicycle, pedestrian, or NEV project could be funded through general funds and match them with other funds. Guidelines not available yet. 7.4
Case Studies
Funding for bicycle, trail and pedestrian projects has become common. Local jurisdictions use the funding sources listed throughout this section to pay for their projects. The following case studies are examples of projects that have been funded in Riverside County. 1.
In fiscal years 2006/2007 and 2007/2008 the Riverside County Department of Public Health was awarded $491,580 from the Federal Safe Routes to School grant to carry out safety education and encouragement Safe Routes to School programs in the Alvord and Riverside Unified School Districts in Riverside. 2.
In fiscal years 2009/2010 and 2010/2011 the Riverside County Department of Public Health was awarded $491,580 from the Federal Safe Routes to School grant to carry out safety education and encouragement Safe Routes to School programs in the cities of Palm Springs, Desert Hot Springs and Coachella. 3.
In fiscal years 2009/2010 and 2010/2011 the City of Desert Hot Springs was awarded $497,140 from the State Bicycle Transportation Account for bike lanes on Two Bunch Palms Road, Ocotillo Road and West Drive, along with pedestrian improvements such as crosswalks, bulb‐outs, sidewalks, crossing islands and signs at 10 locations near four schools. 4.
In fiscal year 2009/2010 the City of Riverside was awarded $104,597 from the State Bicycle Transportation Account to construct a Class II bikeway on Jefferson Street. 5.
In fiscal year 2009/2010 the City of Cathedral City was awarded $405,000 from the State Bicycle Transportation Account to design and construct a Class I bike path along the Whitewater River. 6.
In fiscal year 2008/2009 the City of Moreno Valley was awarded grants of $72,000 and $63,000 from the State Bicycle Transportation Account to put bike lanes on Alessandro Boulevard, Frederick Street and Bay Avenue. The grant also paid for upgrading traffic signals. 7.
In 2009 the City of Palm Desert was awarded $3.135 million from Congestion Mitigation and Air Quality Improvement funds to construct the Mid‐Valley Bike Path along the railroad right‐of‐way parallel to Interstate 10. 8.
The City of La Quinta puts in new bike lanes along with streets improved with new development. They pay for bike lanes on existing streets from General Funds. 9.
The City of Indian Wells pays for all of its bikeways from General Funds. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 7.0 Funding Opportunities and Expenditures 159
160
SECTION 8.0 BENEFITS OF REGIONAL NON-MOTORIZED
TRANSPORTATION PLAN IMPLEMENTATION
This section of the report presents information related to the benefits of the proposed regional non‐
motorized transportation system improvements. Existing non‐motorized transportation trip‐making data is presented first, followed by a discussion of the future estimates of non‐motorized travel derived from the subregional travel demand model. 8.1
Existing Non-motorized Travel Characteristics
A goal of the WRCOG Non‐Motorized Transportation Plan is to increase non‐motorized mode share for all daily trips, including home‐to‐work trips, by the year 2035. It is therefore useful to understand the quantities and proportions of trip‐making that occur using non‐motorized modes of transportation under existing conditions. Statistics regarding existing non‐motorized transportation travel are available from the Southern California Association of Governments (SCAG) Regional Transportation Model report 2003 Model Validation and Summary (SCAG, 2008). Table 8‐1 summarizes the relative share of trips made by non‐
motorized transport for various trip purposes. The non‐motorized transport mode share for most trips is around 10%. Home‐based School trips is the notable exception, with a non‐motorized share of over 34%. For the other purposes, the proportion of non‐motorized trips ranges from a low of around 8% for home‐
based‐work trips to a high of just over 12% for home‐based college / university trips. The non‐motorized mode share for Home‐based Shopping and Home‐based Other trips is around 11%, while the non‐
motorized mode share for non‐Home‐based trips (Work‐based Other and Other‐based Other trips) is slightly above 9%. Overall approximately 12% of all trips are made using non‐motorized transportation on a daily basis. Table 8‐1 2001 Travel Demand Survey Non‐Motorized Transport Usage Summary Trip Purpose Home‐
Based‐
Work Home‐
Based‐
Shopping Home‐
Based‐
School Home‐
Based‐
College/ University Home‐
Based‐
Other Work‐
Based‐
Other Other‐
Based‐
Other TOTAL % Non‐Motorized 8.27% 11.28% 34.52% 12.27% 11.26% 9.28% 9.50% 12.13% The results of the 2003 mode choice validation are also available and represent the most current detailed available published information regarding mode choice (the RivTAM 2008 model documentation report presents generalized percentages in the form of pie charts and states that the RivTAM 2008 model strongly replicates the SCAG 2003 mode choice results). The 2003 mode choice model data includes a breakdown by county, which is useful information for this project. Table 8‐2 summarizes the 2003 mode choice results for Home‐based Work trips. The Non‐motorized mode of transport captures between 4.12% (Ventura County) and 5.50% (Imperial County) of the Home‐based Work trips. Riverside County non‐motorized transport accounts for 4.46% of Home‐based Work trips. Table 8‐2 2003 Home‐Based Work Trips Non‐Motorized Mode Summary by County County Total Person Trips Non‐Motorized Trips % Non‐Motorized Imperial 85,537 4,708 Los Angeles 6,373,271 298,382 5.50% 4.68% Orange Riverside 2,136,243 1,012,238 89,925 45,130 4.21% 4.46% WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 161
San Bernardino 1,082,147 45,135 Ventura 559,912 23,073 TOTAL 11,249,349
506,352 4.17% 4.12% 4.50% Table 8‐3 presents a summary of the Home‐based Non‐Work 2003 mode choice results. The non‐
motorized mode share for Riverside County is 14.91%, while the Home‐based Non‐Work mode share for the various counties in the SCAG region ranges from 14.91% (Riverside County) to 16.14% (Orange County). Riverside County experiences the lowest non‐motorized trip mode share for Home‐based Non‐
Work trips. Table 8‐3 2003 Home‐Based Non‐Work Trips Non‐Motorized Mode Summary by County County Imperial Los Angeles Orange Riverside Total Person Trips 254,430 16,854,127 5,012,646 3,022,069 Non‐Motorized Trips 39,260 2,671,241 809,061 450,727 % Non‐Motorized 15.43% 15.85% 16.14% 14.91% San Bernardino 3,225,586 490,886 15.22% Ventura TOTAL 1,365,002 29,733,860
217,383 4,678,559 15.93% 15.73% Table 8‐4 summarizes the 2003 mode choice results for Non‐Home‐based trips. The Non‐motorized mode of transport captures between 6.65% (San Bernardino County) and 15.45% (Imperial County) of the Non‐
Home‐based trips. Riverside County non‐motorized transport accounts for 9.12% of the Non‐Home‐based trips. The overall non‐motorized transport mode share statistics are shown on Table 8‐5. Overall, non‐
motorized transportation captures between 10.92% (San Bernardino County) and 13.55% (Imperial County) of the total regional trips for 2003 conditions. Riverside County non‐motorized transport accounts for 11.43% of all daily person trips. Table 8‐4 2003 Non‐Home‐Based Trips Non‐Motorized Mode Summary by County County Total Person Trips Non‐Motorized Trips % Non‐Motorized Los Imperial Angeles Orange Riverside 110,998 9,834,957 3,374,279 1,497,380 17,148 15.45% 985,004 10.02% 296,802 8.80% San Bernardino Ventura TOTAL 1,538,297 750,077 17,105,988 136,601 9.12% 102,239 6.65% 76,991 10.26% 1,614,785 9.44% Table 8‐5 2003 Overall Non‐Motorized Mode Summary by County County Total Person Trips Non‐Motorized Trips % Non‐Motorized Los Imperial Angeles 450,965 33,062,356
Orange 10,523,168
61,116 13.55% 1,195,788 11.36% 3,954,628 11.96% San Riverside Bernardino Ventura TOTAL 5,531,687 5,846,030 2,674,991 58,089,196
632,458 11.43% 638,259 10.92% 317,447 11.87% 6,799,696 11.71% The existing conditions mode choice data suggests that Riverside County is generally an “average” performer in terms of non‐motorized transport mode share. The exception is Home‐based Non‐Work trips, where Riverside County non‐motorized transportation captures a lower percentage of trips in comparison to data for other counties in the SCAG region. 8.2
FUTURE NON-MOTORIZED TRAVEL CHARACTERISTICS
Future non‐motorized travel demand estimates have been developed using the subregional Riverside Transportation Analysis Model (RivTAM) tool. A brief overview of the RivTAM travel demand forecasting process and key input (population) driving travel demand is provided, followed by a more detailed discussion of the mode choice component of the model. The mode choice component determines the share of non‐motorized transport compared to other (motorized) modes of travel. Therefore, an WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 162
understanding of this component of the model is useful in understanding how the resulting non‐
motorized travel data is used in this analysis. 8.2.1 RivTAM overview and Western Riverside County Population Statistics The Riverside County Transportation Analysis Model (RivTAM) has been used to determine the demand for non‐motorized (pedestrian and bicycle) travel in western Riverside County. The RivTAM tool includes the following steps / processes: 5.
Socio‐economic data (SED) based trip generation 6.
Trip distribution 7.
Mode choice (split) 8.
Time of day factoring 9.
Traffic assignment The SED that drives the RivTAM trip generation, trip distribution, and mode choice processes includes a number of variables. Data is required regarding population, number of households, household income (stratified into 3 generalized levels), vehicle ownership, and employment (disaggregated into a total of 12 different categories) for existing (2008) and future (2035) conditions. Population data has been extracted and summarized as the most easily understood variable defining anticipated growth in travel demand within western Riverside County. The population data has been extracted from the RivTAM for each city in western Riverside County, and is included on Table 8‐6. It should be noted that RivTAM Traffic Analysis Zone (TAZ) boundaries do not coincide with City boundaries in all cases, so the statistics are not exact. The most populous area for existing and future conditions is the composite unincorporated western Riverside County. Cities with more than 100,000 residents in 2008 include Corona, Moreno Valley, Riverside, and Temecula. For each of these four most populous cities under existing conditions, population growth through 2035 varies from approximately 15% (Corona) to 42% (Moreno Valley). Additionally, several other cities are projected to have more than 100,000 residents by 2035, including: Hemet, Menifee, Murrieta, and San Jacinto. San Jacinto is projected to experience the highest percentage growth, with population more than tripling from 35,030 under 2008 conditions to 105,228 for 2035 conditions. Table 8‐6 RivTAM Population Forecasts Jurisdiction Banning Beaumont Calimesa Canyon Lake Corona Hemet Lake Elsinore Menifee Moreno Valley Murrieta Norco Perris Riverside San Jacinto Temecula Wildomar 2008 28,319 25,376 7,531 9,729 154,848 78,098 50,635 68,177 176,881 99,024 26,302 49,173 292,770 35,030 108,480 30,207 2035 65,348 75,191 20,342 10,186 179,442 150,489 94,359 101,911 251,232 131,920 33,809 84,681 406,434 105,228 135,273 48,387 Growth 37,029 49,815 12,811 457 24,594 72,391 43,724 33,734 74,351 32,896 7,507 35,508 113,664 70,198 26,793 18,180 % Growth 130.76%
196.31%
170.11%
4.70%
15.88%
92.69%
86.35%
49.48%
42.03%
33.22%
28.54%
72.21%
38.82%
200.39%
24.70%
60.18%
Unincorporated Western Riverside County Total Western Riverside County 341,963 1,582,543 657,291 2,551,523 315,328 968,980 92.21%
61.23%
WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 163
The total population for western Riverside County in the 2008 model is approximately 1.6 million residents. In 2035, the total western Riverside County population is expected to grow by nearly one million residents (to almost 2.6 million people). For comparison, the population statistics for the entire Riverside County included in the Riverside County Transportation Analysis Model (RivTAM) Model Development & Validation Report and Users Guide (Iteris, 2009) include 2.2 million residents for 2010 conditions and 3.6 million residents for 2035 conditions. 8.2.2 RivTAM Mode Choice Procedures The RivTAM mode choice process is identical to the SCAG regional model mode choice process, with additional TAZ detail that provides a more accurate and detailed basis for determining the travel distances and times between the various human activity locations (homes, offices, shopping centers, etc.) in Riverside County. The level of detail outside Riverside County is consistent with the level of detail in the SCAG regional model. The purpose of the mode choice step in the travel demand process is to model the decision regarding what mode of transport to utilize in making a trip from one place to another. The mode choice decision‐
making process related to “how to travel” is highly complex and in reality is closely tied to the decision regarding “where to travel” (trip distribution). The travel demand forecasting that takes place currently for the most part separates these decisions, with trip distribution being estimated first, followed by the mode choice modeling process. The overall mode choice process is based on a generalized structure that is commonly referred to as a “nested logit” model. The generalized overall structure is shown on Exhibit 8.A. In this structure, the various modes of transport are generally grouped (nested) into automobile, transit, and non‐motorized modes of transport. In essence each of these generalized modes of transport “compete” with one another on an overall basis. Once trips for the overall group or nest have been determined, the number of trips using the various sub‐modes within the nest (for instance, automobile trips are further subdivided into drive alone, two person carpools, and 3+ person carpools). Exhibit 8.A Generalized Mode Choice Model Nesting Structure (Home‐based Work District Trips) Reflecting the complexity of the mode choice decision‐making process, there are a large number of input variables used to characterize both the traveler and the transportation system. Variables that affect the person or household include factors such as household income and the number of vehicles per person available within the household. There are also a number of factors that are utilized to characterize the WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 164
transportation system. Examples include travel time (which is further subdivided into in‐vehicle time, out of vehicle time, wait time, transfer time, and walk access time), travel cost, and variable used to reflect whether a trip is being made during peak or off‐peak travel periods and if a trip is being made to a central business district (CBD). In addition to the input data, the nested logit model utilizes a series of constants that are mode specific and are applied to the input variable values to calculate the overall desirability or “utility” of each mode. The mode share or mode split for each mode is then calculated via an exponential function that calculates the share for each mode based upon the exponential value of the utility for the mode of interest divided by the sum of the exponential values of the utilities for all modes of transport being evaluated. With this overall understanding of the mode choice process in mind, the specific characteristics of the RivTAM/SCAG Regional Model mode choice process and parameters (particularly those related to the non‐motorized modes of transport) have been examined. Both the parameters contained in the SCAG 2003 model validation report and the RivTAM input data files have been reviewed. Interestingly, the reported parameters do not appear identical to the actual model input data. For purposes of this report, the parameters extracted directly from the RivTAM tool are summarized and evaluated in the remainder of this section. The non‐motorized modes of transport explicitly evaluated in the model include bicycle and walk modes. There are various sub‐modes (for instance, walk or bike access to transit) that are not considered in this analysis. Thus, the results reported herein are inherently conservative (low) in terms of the actual demand for walking and biking. Review of the model parameters indicate that both the bicycle and walk modes of transport analysis are based on the input variable of trip distance. The trip distance has been determined based on the highway network and reflects the distance from TAZ centroid to TAZ centroid. In addition to the distance variable, a constant coefficient is also used in the mode choice model. Based on review of the input parameters, the following observations and conclusions have been reached: 1.
The constant coefficient favors walking as opposed to bicycling. For a short trip (where the distance variable component is small), this suggests that a higher proportion of trips would be made by walking, rather than by bicycling. This is intuitively reasonable. 2.
The coefficient for distance is identical or very similar for most trip purposes. In two cases (Home‐based College / University and Other‐based Other trip purposes), the coefficient actually favors walking over bicycling for longer distances. The reason for this apparent anomaly, particularly for Other‐based Other trips, may be related to the fact that the traveler does not have a bicycle available since they are not at home and probably did not utilize a bicycle in the first place. 3.
Based on the previous observations, it was determined that it is most appropriate to focus on both non‐motorized modes of transport (walking and biking) for shorter distance (intracity) trips. The analysis of longer (intercity) trips is oriented towards the bicycle as the most probable means of transport that will benefit from the proposed non‐motorized transportation system. 8.2.3 Interjurisdictional Bicycle Demand The output from the mode split step of the RivTAM for 2035 conditions has been extracted by jurisdiction. Of particular interest for this project is the 2035 interjurisdictional bicycle trip demand (person trips served by bike), which is included in Table 8‐7. Urban Crossroads, Inc. has combined this demand data with the supply side information from the proposed Non‐Motorized Transportation Plan (NMTP). Table 8‐
7 also documents possible NMTP routes and/or route combinations for travel between jurisdictions. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 165
Table 8‐7 2035 Interjurisdictional Bicycle Daily Trip Summary (All Purposes) Jurisdiction (one end) Jurisdiction (other end) Unincorporated Western Outside Western Riverside County Riverside County Outside Western Riverside Riverside County Unincorporated Western Riverside Riverside County Outside Western Corona Riverside County Moreno Valley Bike Trips NMTP Route Combinations 2,703 1, 2, 4, 13, 27 2,588 1, 2, 4 2,308 2, 4, 7, 8‐12, 9‐8‐12 1,517 1, 2, 4 1,001 8, 9 Corona Riverside Outside Western Riverside County Unincorporated Western Riverside County Unincorporated Western Riverside County Unincorporated Western Riverside County Murrieta Temecula 832 16, 20‐18 Hemet San Jacinto 755 10, 14 Corona 725 1, 3, 6‐7 714 6,10, 17 565 18, 21 527 10, 14 Lake Elsinore Riverside Unincorporated Western Riverside County Unincorporated Western Riverside County Unincorporated Western Riverside County Unincorporated Western Riverside County 468 5, 17 Banning Beaumont 440 13 Corona 429 1, 5 415 15, 19, 23, 24, 24‐17 380 1, 2, 4 370 13, 27 Murrieta Norco Unincorporated Western Riverside County Outside Western Riverside County Unincorporated Western Riverside County Unincorporated Western Riverside County 348 21, 20, 16‐5 Moreno Valley Perris 346 25, 12‐10 Murrieta 317 16 303 1, 5 Beaumont Wildomar Unincorporated Western Riverside County Outside Western Riverside County 271 13, 13‐26 Lake Elsinore Wildomar 263 16 Moreno Valley Moreno Valley Hemet Perris Temecula San Jacinto Menifee Norco Beaumont Norco 941 11‐13 917 11, 12, 25‐6 904 10, 15, 22, 14‐10 901 1, 5, 6, 3‐7 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 166
Jurisdiction (one end) Banning Jurisdiction (other end) Unincorporated Western Riverside County Bike Trips NMTP Route Combinations 249 13, 13‐27 Perris Outside Western Riverside County Outside Western Riverside County Outside Western Riverside County Outside Western Riverside County Outside Western Riverside County Outside Western Riverside County 248 24 232 13, 13‐26 229 13, 26 207 5‐1 199 16‐28 198 25‐11‐13, 6‐5‐3‐1 193 10‐14‐27‐13, 14‐27‐13 173 23, 19‐24, 15‐24, 24 155 23‐16‐28 Murrieta Murrieta Outside Western Riverside County Outside Western Riverside County 150 16‐28 Lake Elsinore Menifee 134 17‐24, 16‐15 Perris Riverside 134 6‐4, 6‐7, 25‐9, 25‐8 Norco 131 1, 5‐3 130 15, 19, 16‐5 San Jacinto Riverside Unincorporated Western Riverside County Outside Western Riverside County Menifee Temecula 113 Hemet Menifee 105 15, 15‐24 Lake Elsinore Murrieta 105 16, 16‐19‐23 Menifee Wildomar 99 15, 19 Temecula 95 16, 18‐19 Wildomar Wildomar Outside Western Riverside County 84 Menifee Riverside 82 16‐28 24‐17‐6‐4, 24‐17‐6‐25‐9, 24‐17‐
6‐25‐9‐8 Lake Elsinore Riverside 80 5‐6‐7 Beaumont Calimesa 78 13 Beaumont Moreno Valley 77 27‐10‐12, 13‐11 Lake Elsinore Temecula 77 Menifee Moreno Valley 16 24‐17‐10‐25, 24‐17‐6‐25, 24‐17‐
72 10‐12 Canyon Lake Lake Elsinore 67 15, 17 Canyon Lake Menifee 67 15 Menifee Banning Calimesa Lake Elsinore Temecula Perris Hemet Menifee Menifee Wildomar 121 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 167
10‐27‐13 19‐24‐20‐21, 15‐24‐20‐21, 23‐
16, 24‐20‐21, 19‐18, 24‐19‐18, 15‐19‐18 Jurisdiction (one end) Jurisdiction (other end) Bike Trips NMTP Route Combinations Lake Elsinore Perris 62 17 Hemet 54 10‐12, 14‐10‐12 Calimesa Moreno Valley Unincorporated Western Riverside County 53 13, 13‐27 Moreno Valley San Jacinto 53 12‐10 Hemet Temecula 53 15‐18, 15‐18‐20‐21 Corona Moreno Valley 50 3‐8, 3‐7‐6‐25, 6‐25 Corona Lake Elsinore 49 5 Lake Elsinore Moreno Valley 43 17‐6‐25 Hemet Perris 42 15‐24, 10, 14‐10 Beaumont San Jacinto 41 27‐10, 27‐10‐14 Beaumont Hemet 41 Beaumont Riverside 40 Hemet Murrieta 39 Hemet Riverside 37 Banning Moreno Valley 35 13‐27‐10‐12, 13‐11 Calimesa Moreno Valley 33 13‐11 Riverside San Jacinto 33 Murrieta 33 Canyon Lake Riverside Unincorporated Western Riverside County 8‐12‐10, 9‐8‐12‐10 16‐5‐6‐7, 23‐24‐17‐6‐4, 23‐24‐
17‐6‐25‐9‐8, 23‐24‐17‐6‐25‐9 32 15, 17 Menifee San Jacinto 30 24‐15‐14, 15‐14, 24‐17‐10 Perris San Jacinto 30 Murrieta Perris Moreno Valley Murrieta 10 20‐24, 23‐15‐24, 16‐
29 15‐24 25‐10‐17‐24, 12‐10‐17‐24, 25‐6‐
28 17‐24 Hemet Lake Elsinore 27 15 Calimesa Riverside 26 13‐11‐8, 13‐11‐8‐9 Banning Hemet 26 Banning Riverside 26 13‐27‐10, 13‐27‐10‐14 13‐27‐10‐12‐8, 13‐11‐8, 13‐27‐
10‐12‐8‐9, 13‐11‐8‐9 San Jacinto Temecula 26 14‐18, 14‐18‐20‐21 Perris Temecula 26 Riverside Temecula Riverside Wildomar 27‐10, 27‐10‐14 27‐10‐12‐8, 13‐11‐8, 27‐10‐12‐
8‐9, 13‐11‐8‐9 15‐18‐20, 15‐18‐19‐24‐20, 15‐18‐19‐23 10‐12‐8, 10‐12‐8‐9, 14‐10‐12‐8, 14‐10‐12‐8‐9 24‐20‐21, 24‐19‐18 7‐6‐5‐16, 9‐25‐6‐17‐24‐19‐18, 8‐
25 9‐25‐6‐17‐24‐19‐18 7‐6‐5‐16, 9‐25‐6‐17‐24‐15, 24 8‐9‐25‐6‐17‐24‐15 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 168
Jurisdiction (one end) Jurisdiction (other end) Bike Trips Moreno Valley Temecula 24 NMTP Route Combinations 25‐6‐17‐24‐19‐18, 25‐6‐17‐24‐
20‐21, 25‐10‐17‐24‐19‐18, 25‐
10‐17‐24‐20‐21 Banning Calimesa 23 13 Banning San Jacinto 23 13‐27‐10, 13‐27‐10‐14 Perris Wildomar 18 24‐15, 17‐16 Murrieta San Jacinto 18 20‐18‐14, 23‐15‐14 Corona Perris 18 3‐7‐6, 6 Hemet Wildomar 17 15, 15‐18‐19 Corona Menifee 16 5‐17‐24, 5‐15, 5‐19 Canyon Lake Wildomar 15 15 Canyon Lake Perris 14 17 Lake Elsinore San Jacinto 10 15‐14, 17‐10 Total 27,673 The cities and unincorporated county areas near the edge of the County are expected to experience bicycle interaction across county boundaries. Cities that are located near one‐another have a larger portion of person trips served by bicycle. The largest of these interactions include four city pairs: Moreno Valley to Riverside, Murrieta to Temecula, Hemet to San Jacinto, and Corona to Riverside. In each of these cases, the expected demand is served by at least two distinct NMTP routes or route combinations. Overall, 27,673 daily interjurisdictional trips to, from, and between western Riverside County jurisdictions will be made using bicycles. The interjurisdictional bicycle trip data has also been summarized by trip purpose, and is included in Appendix A. The RivTAM performs trip generation calculations for several purposes, which have been grouped into similar categories for ease of reference. The various home‐based work trips (direct and strategic for various income levels, along with intermediate stops) have been combined into an overall home‐based work summary, which is shown in Appendix A. Each of the four city pairs that has a large portion of total person trips served by bicycle (listed in the previous paragraph) also has over 200 bike trips for the home‐based work purpose. Home‐based other trips (shown Appendix A) include the home‐based other RivTAM category, along with home‐based serving‐passenger, home‐based social‐recreational, home‐based school and home‐based college and university. For the same four key city pairs identified previously, home‐based other bicycle trips range from 348 to 483 daily trips. Of the remaining categories (Home‐based shopping trips, Other‐based other trips, and Work‐based other trips), the bicycle mode will capture 3,519 daily interjurisdictional Home‐based shopping person trips with 1,039 daily interjurisdictional non‐home based trips via bicycle. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 169
8.2.4 Intrajurisdictional Non‐Motorized Travel Demand For purposes of this analysis, we have focused on the interjuridsictional travel benefits. Many of the Non‐
Motorized Transportation Plan routes have been designated to provide linkage from one jurisdiction to another. Individual cities are expected to provide their own trail system in addition to the NMTP routes. In addition, trips that are very short (e.g. one mile) are on the local network. For trips contained within a single jurisdiction, the demand for both bicycle and pedestrian trips has been extracted from the RivTAM. Table 8‐8 contains the summary for all purposes. For person trips contained entirely within jurisdictions, the bicycle travel activity amounts to 44,632 daily trips. An individual intrajurisdictional analysis for each trip purpose is included in Appendix B. Table 8‐8 2035 Intrajurisdictional Non‐Motorized Daily Bike and Pedestrian Trip Summary (All Purposes) Jurisdiction Ped Banning 16,457 1,149 114,181 Beaumont 19,288 1,249 125,396 Calimesa 2,155 153 14,898 604 32 4,513 Corona 52,783 3,701 371,342 Hemet 57,472 4,429 380,716 Lake Elsinore 18,900 1,174 133,230 Menifee 16,241 1,052 114,590 Moreno Valley 76,709 5,194 538,860 Murrieta 29,308 1,839 198,101 Norco 5,372 391 32,530 Perris 20,043 1,258 128,617 Canyon Lake Riverside 145,892 Bike Total 10,817 1,080,701 San Jacinto 18,730 1,265 138,292 Temecula 57,445 4,268 398,755 Wildomar 7,109 447 46,928 99,623 6,214 760,601 Unincorporated WRCOG Total 644,131 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 170
44,632 4,582,251 8.2.5 Vehicle Miles Traveled An approximation for the average VMT per trip has been defined on Table 8‐9, for each interjurisdictional pair listed in Table 8‐7. The average trip length is based on potential routes in the NMTP and the estimated high intensity area distances (e.g. city center, etc.) for each City. The average city to city distance (9 miles) has been applied to trips involving unincorporated Riverside County, while the distance to locations outside western Riverside has been estimated to be one‐third again as much (12 miles). Table 8‐9 2035 Interjurisdictional Daily Bicycle VMT Calculations (All Purposes) Person Trip VMT/ Demand Trip Jurisdiction (one end) Unincorporated Western Riverside County Jurisdiction (other end) Outside Western Riverside County 2,703 12 32,432 Riverside Outside Western Riverside County 2,588 12 31,050 Riverside Unincorporated Western Riverside County 2,308 9 20,772 Corona Outside Western Riverside County 1,517 12 18,204 Moreno Valley Riverside 1,001 8 8,008 Moreno Valley Outside Western Riverside County 941 12 11,292 Moreno Valley Unincorporated Western Riverside County 917 9 8,253 Hemet Unincorporated Western Riverside County 904 9 8,133 Corona Unincorporated Western Riverside County 901 9 8,109 Murrieta Temecula 832 4 3,328 Hemet San Jacinto 755 3 2,264 Corona Riverside 725 7 5,075 Perris Unincorporated Western Riverside County 714 9 6,426 Temecula Unincorporated Western Riverside County 565 9 5,085 San Jacinto Unincorporated Western Riverside County 527 9 4,743 Lake Elsinore Unincorporated Western Riverside County 468 9 4,212 Banning Beaumont 440 6 2,640 Corona Norco 429 4 1,716 Menifee Unincorporated Western Riverside County 415 9 3,735 Norco Outside Western Riverside County 380 12 4,560 Beaumont Unincorporated Western Riverside County 370 9 3,330 Murrieta Unincorporated Western Riverside County 348 9 3,132 Moreno Valley Perris 346 9 3,114 Murrieta Wildomar 317 4 1,268 Norco Unincorporated Western Riverside County 303 9 2,727 Beaumont Outside Western Riverside County 271 12 3,252 Lake Elsinore Wildomar 263 4 1,052 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 171
Daily VMT Person Trip VMT/ Demand Trip Jurisdiction (one end) Jurisdiction (other end) Banning Unincorporated Western Riverside County 249 9 2,241 Menifee Perris 248 9 2,232 Banning Outside Western Riverside County 232 12 2,784 Calimesa Outside Western Riverside County 229 12 2,748 Lake Elsinore Outside Western Riverside County 207 16 3,312 Temecula Outside Western Riverside County 199 12 2,388 Perris Outside Western Riverside County 198 16 3,168 Hemet Outside Western Riverside County 193 16 3,088 Menifee Murrieta 173 7 1,211 Menifee Outside Western Riverside County 155 16 2,480 Murrieta Outside Western Riverside County 150 12 1,800 Lake Elsinore Menifee 134 10 1,340 Perris Riverside 134 16 2,144 Norco Riverside 131 7 917 Wildomar San Jacinto Menifee Hemet Lake Elsinore Menifee Temecula Wildomar Menifee Lake Elsinore Beaumont Beaumont Lake Elsinore Menifee Canyon Lake Canyon Lake Lake Elsinore Hemet Calimesa Moreno Valley Hemet Corona Corona Lake Elsinore Hemet Beaumont Unincorporated Western Riverside County Outside Western Riverside County Temecula Menifee Murrieta Wildomar Wildomar Outside Western Riverside County Riverside Riverside Calimesa Moreno Valley Temecula Moreno Valley Lake Elsinore Menifee Perris Moreno Valley Unincorporated Western Riverside County San Jacinto Temecula Moreno Valley Lake Elsinore Moreno Valley Perris San Jacinto 130 121 113 105 105 99 95 84 82 80 78 77 77 72 67 67 62 54 53 53 53 50 49 43 42 41 9 16 12 12 12 7 8 12 23 19 4 11 15 16 7 4 12 16 9 15 19 18 20 18 15 14 1,170 1,936 1,356 1,260 1,260 693 760 1,008 1,886 1,520 312 847 1,155 1,152 469 268 744 864 477 795 1,007 900 980 774 630 574 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 172
Daily VMT Jurisdiction (one end) Beaumont Beaumont Hemet Hemet Banning Calimesa Riverside Murrieta Jurisdiction (other end) Hemet Riverside Murrieta Riverside Moreno Valley Moreno Valley San Jacinto Riverside Person Trip VMT/ Demand Trip Daily VMT 41 16 656 40 23 920 39 16 624 37 30 1,110 35 16 560 33 10 330 33 29 957 33 30 990 Canyon Lake Unincorporated Western Riverside County 32 9 288 Menifee San Jacinto 30 14 420 Perris San Jacinto 30 14 420 Murrieta Moreno Valley Perris Murrieta 29 28 13 22 377 616 Hemet Lake Elsinore 27 21 567 Calimesa Riverside 26 18 468 Banning Hemet 26 20 520 Banning Riverside 26 27 702 San Jacinto Temecula 26 22 572 Perris Temecula 26 18 468 Riverside Temecula 25 32 800 Riverside Wildomar 24 21 504 Moreno Valley Temecula 24 28 672 Banning Calimesa 23 12 276 Banning San Jacinto 23 11 253 Perris Wildomar 18 11 198 Murrieta San Jacinto 18 17 306 Corona Perris 18 23 414 Hemet Wildomar 17 20 340 Corona Menifee 16 29 464 Canyon Lake Wildomar 15 4 60 Canyon Lake Perris 14 8 112 Lake Elsinore San Jacinto 10 24 240 Total 27,673 10.15 280,767 The intrajurisdictional trip demand has been calculated and is shown on Table 8‐10. Pedestrian and bicycle average vmt per trip (for each jurisdiction) are shown, along with the total daily vmt for pedestrian and bicycle trips. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 173
Table 8‐10 2035 Intrajurisdictional Non‐Motorized Trip Summary (All Purposes) Jurisdiction Banning Beaumont Calimesa Canyon Lake Corona Hemet Lake Elsinore Menifee Moreno Valley Murrieta Norco Perris Riverside San Jacinto Temecula Wildomar Unincorporated WRCOG Total Non‐Motorized Pedestrian Ped Bike VMT/Trip VMT 16,457
1,149
0.6 9,874 19,288 1,249 0.6 11,573 2,155 153 0.6 1,293 604 32 0.3 181 52,783 3,701 0.8 42,226 57,472 4,429 0.6 34,483 18,900 1,174 0.8 15,120 16,241 1,052 0.6 9,745 76,709 5,194 0.8 61,367 29,308 1,839 0.8 23,446 5,372 391 0.6 3,223 20,043 1,258 0.8 16,034 145,892 10,817 0.8 116,714 18,730 1,265 0.6 11,238 57,445 4,268 0.6 34,467 7,109 447 0.6 4,265 99,623 6,214 0.8 79,698 644,131
44,632
474,949 Bicycle VMT/Trip VMT 3 3,447 3 3,747 3 459 1.5 48 4 14,804 3 13,287 4 4,696 3 3,156 4 20,776 4 7,356 3 1,173 4 5,032 4 43,268 3 3,795 3 12,804 3 1,341 4 24,856 164,045 The estimated 2035 daily non‐motorized VMT (and auto conversion values) are summarized on Table 8‐
11. Average overall trip lengths for pedestrians are 0.74 miles. For bicycle trips, the average trip length is 6.15 (round trip is 12.3) miles. On average, approximately 73% of bicycle trips replace vehicle trips for adults / college students and 53% for school children based on survey results from 10 California cities conducted by Alta between 1990 and 1999 (L.A. Countywide Policy Document survey, 1995, and National Bicycling & Walking Study, FHWA, 1995). For this analysis, across all trip purposes we’ve used 67%. The savings in automobile VMT for the NMTP is 374,924. Benefits of non‐motorized networks also go beyond potential reductions in auto VMT. As noted in the SCAG Non‐Motorized Transportation Report (2008), building an environment where people can walk or bicycle is key to creating a livable community where people are able to live, work, visit, and play. The promotion of non‐motorized transportation encourages healthy lifestyles. Increases in the utilization of bicycle and walking transportation may help communities work towards preserving both natural and economic resources. Table 8‐11 NMTP‐Related Daily VMT With Auto Conversion Bicycle Pedestrian Avg. Trip Avg. Trip Trips VMT Length Trips VMT1 Length Interjurisdictional 27,673 280,767 10.15 N/A N/A N/A Intrajurisdictional 44,632 164,045 3.68 32,207 23,747 0.74 Total 72,305 444,812 6.15 32,207 23,747 0.74 1
Includes 5% of intrajurisdictional pedestrian trips using the NMTP network Auto VMT Conversion 187,132 187,792 374,924 WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 174
8.2.6 Air Quality Benefits According to the South Coast Air Quality Management District (SCAQMD), the monitoring agency for the region’s air quality, the region does not currently meet the federal or State eight‐hour average ozone standards nor does it meet the stringent State particulate matter (PM10) standards. In the region, passenger vehicles are the largest source of air pollution and greenhouse gas emissions. The implementation of the NMTP will facilitate making bicycle travel a safe and functional option for everyday trips to work, school, and shops in the region, thus reducing VMT and related emissions which can help the region improve air quality and also reduce greenhouse gas emissions. As previously discussed, if the NMTP were not constructed, non‐motorized demand would instead travel by automobile and would result in an additional 374,924 VMT per typical weekday. Consequently, quantification of air quality and greenhouse gas emissions benefits from implementation of the NMTP is provided on Table 8.12. Reducing VMT from passenger vehicles is one strategy that can effectively reduce greenhouse gas emissions. Thus, implementation of the NMTP will reduce VMT and can help SCAG reduce greenhouse gas emissions and comply with Senate Bill 375 and Assembly Bill 32. These emissions benefits were calculated by use of the following equation: Emissions = VMT x EF. Where VMT = vehicle miles traveled and EF = emissions factor. The emission factors were obtained from the California Air Resources Board’s (CARB’s) Emission FACtors (EMFAC) 2007 (v2.3) BURDEN model. In order to calculate on‐road mobile source emissions, the EMFAC 2007 BURDEN emissions inventory model was run for the Riverside County region for the analysis year of 2035 consistent with the NMTP buildout. The emission factors were derived by dividing the total daily county‐wide emissions by total daily vehicle miles traveled (from the model) to obtain emission factors in pounds per mile traveled, the emission factors are also based on a weighted average for passenger vehicles (<8,500 pounds). This methodology is consistent with SCAQMD’s On‐Road Mobile Emissions Factors weighted average for passenger vehicles for the South Coast Air Basin (http://www.aqmd.gov/ceqa/hdbk.html). Upon completion of the regional bicycle network by the year 2035, the resulting reduction in VMT as previously discussed will be 374,924 VMT per typical weekday. Table 8.12 provides a summary of emissions that will be reduced with implementation of the NMTP. As shown, implementation of the NMTP would result in an estimated decrease of 0.49 metric tons/weekday of carbon monoxide (CO), 0.03 metric tons/weekday of oxides of nitrogen (NOx), 0.05 metric tons/weekday of reactive organic gases (ROGs), 0.002 metric tons/weekday of oxides of sulfur (SOx), 0.02 metric tons/weekday of particulate matter 10 microns or less (PM10), 0.01 metric tons/weekday of particulate matter 2.5 microns or less (PM2.5), 188.95 metric tons/weekday of carbon dioxide (CO2), 0.005 metric tons/weekday of methane (CH4), and 0.003 metric tons/weekday of nitrous oxide (N2O). In order to estimate annual emissions reductions, the emissions reduced per weekday as shown in Table 8.12 were multiplied by 250 weekdays per year (5 weekdays per week and 50 weeks per year of activity). Therefore implementation of the NMTP would result in an estimated decrease of 122.23 metric tons/year of CO, 7.60 metric tons/year of NOx, 12.52 metric tons/year of ROGs, 0.49 metric tons/year of SOx, 4.30 metric tons/year of PM10, 2.89 metric tons/year of PM2.5, 47,237.38 metric tons/year of CO2, 1.16 metric tons/year of CH4, and 0.74 metric tons/year of N2O. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 8.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 175
Table 8‐12 Bicycle and Air Quality Greenhouse Gas Emissions Projections Estimated Future Vehicle Miles Traveled Reduction Future Reduction in VMT per Typical Weekday with NMTP 374,924 Future Weekday Air Quality Benefits Emissions Factor1 Reduced CO (metric tons/weekday) 0.49 (0.002875 lbs/mile) Reduced NOx (metric tons/weekday) 0.03 (0.000179 lbs/mile) Reduced ROG (metric tons/weekday) 0.05 (0.000295 lbs/mile) Reduced SOx (metric tons/weekday) 0.002 (0.000012 lbs/mile) Reduced PM10 (metric tons/weekday) 0.02 (0.000101 lbs/mile) Reduced PM2.5 (metric tons/weekday) 0.01 (0.000068 lbs/mile) Reduced CO2 (metric tons/weekday) 188.95 (1.111058 lbs/mile) Reduced CH4 (metric tons/weekday) 0.005 (0.000027 lbs/mile) Reduced N2O (metric tons/weekday) 0.003 (0.000017 lbs/mile) Future Annual Weekday Air Quality Benefits2 Emissions Factor1 Reduced CO (metric tons/year) 122.23 (0.002875 lbs/mile) Reduced NOx (metric tons/year) 7.60 (0.000179 lbs/mile) Reduced ROG (metric tons/year) 12.52 (0.000295 lbs/mile) Reduced SOx (metric tons/year) 0.49 (0.000012 lbs/mile) Reduced PM10 (metric tons/year) 4.30 (0.000101 lbs/mile) Reduced PM2.5 (metric tons/year) 2.89 (0.000068 lbs/mile) Reduced CO2 (metric tons/year) 47,237.38 (1.111058 lbs/mile) Reduced CH4 (metric tons/year) 1.16 (0.000027 lbs/mile) Reduced N2O (metric tons/year) 0.74 (0.000017 lbs/mile) 1
Emissions rates from: EMFAC 2007 (v2.3) Burden Emissions Inventory Model, Riverside County, Year 2035 & California Climate Action Registry General Reporting Protocol, Version 3.1 for N2O emissions only 2
Annual weekday calculated based on 5 weekdays per week and 50 weeks per year of activity: 5 x 50 = 250 weekdays per year WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Benefits of Regional Non‐Motorized Transportation Plan Implementation 176
8‐16 SECTION 9.0 ACTION PROGRAM
9.1
Implementation Approach
Section 4.0 presents the overarching goals and strategies related to the purpose and long‐term implementation of this Non‐Motorized Transportation Plan. The responsibility and time frame for carrying out the strategies are the focus of Table 9‐1 below. The following is essentially a plan of action so that the NMTP takes root in the route planning of each jurisdiction and benefits from a collective and sustained effort to get the routes funded and implemented. A key to the action plan is the continuation of the NMTP Working Group. This group was formed at the outset of this project and is comprised of representatives of each jurisdiction, other affected agencies, and bicycle group representatives. The Working Group is the right forum to take the lead on many of the implementation strategies. Note that strategies pertaining to the content and focus of the NMTP are not part of this Action Matrix on next steps. Table 9‐1 Five‐Year Action Matrix (2010–2015) NMTP Working Group Local Jurisdictions Strategy WRCOG Responsibility
Time Frame Comments C‐1. Coordinate with local jurisdictions to encourage consistency between the Non‐
Motorized Transportation Plan and local General Plans. Use existing WRCOG committees as a means to review and comment on issues of mutual concern. X
X
X
Ongoing
WRCOG to coordinate with local jurisdictions when updating general plans. WRCOG to schedule quarterly meetings of the NMTP Working Group to address implementation. C‐3. Regularly monitor implementation of route segments, connections, and improvements, and update maps accordingly. X
X
X
Quarterly
Local jurisdictions to provide route improvement updates to WRCOG through Working Group meetings. C‐4. Provide updated route maps reflecting construction of facilities and improvements to local jurisdictions in GIS on an annual basis. X
X
Annually
WRCOG to maintain GIS database and update annually as route improvements are made. A user‐
friendly map of existing and planned routes should be prepared and maintained by WRCOG. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 177
NMTP Working Group Local Jurisdictions Strategy WRCOG Responsibility
C‐5. Coordinate with the Riverside County Transportation Commission (RCTC), Riverside Transit Agency (RTA) and Southern California Association of Governments (SCAG) to ensure that WRCOG’s Non‐Motorized Transportation Plan is integrated with the Regional Transportation Plan and consistent with sub‐regional initiatives. X
C‐7. Work cooperatively with bicycle organizations, transportation agencies, local jurisdictions, large employers and activity centers to publicize the sub regional system; sponsor annual bicycling events such as Bike to Work Week, adult safety courses, and similar events in conjunction with other regional efforts and programs. X
X
C‐9. Coordinate with local jurisdictions to establish an Adopt‐a‐Bikeway program that will supplement funding of improvements and ongoing operation and maintenance costs. X
X
D‐3. Encourage jurisdictions to adopt the design classifications to ensure that final improvements are as seamless as possible between jurisdictions. D‐4. Establish preferred or “typical” design standards for route classifications, and include standards for adequate bicycle parking/storage, sidewalk design, use and maintenance of materials for both on‐
road and off‐road facilities, optional street crossing standards, and other standards related to pedestrian and bicycle safety. F‐2. Prioritize improvements for near term implementation through a five‐year X
WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program Time Frame Comments Annually
WRCOG to provide updates on NMTP annually to agencies. Ongoing
Working Group to assess promotional opportunities and work with WRCOG to promote the system. X
Establish program in 2 years; WRCOG to administer Working Group to establish program framework, get local jurisdiction buy‐in; WRCOG to administer. X
X
Ongoing
Working Group to lead effort to get design classifications and guidelines adopted by local jurisdictions. In addition, Working Group should encourage new land use policies and codes for new development that fosters a walkable and bikeable community form. X
X
Ongoing
Working Group to lead effort to have consistent design standards adopted by local jurisdictions. The NMTP provides a baseline to be used. X
X
Establish SIP Working Group to develop SIP using ROM cost tables and 178
Strategic Implementation Plan (SIP) to be updated periodically by participating agencies. Priority rankings should mirror Bicycle Trust Account (BTA) and RCTC’s SB821 program guidelines to improve competitive standing. Time Frame in two years
F‐3. Encourage local jurisdictions to include bicycle and pedestrian improvements in their Capital Improvement Plans (CIP), including expenses for maintenance and operations as appropriate. X
Comments corridor segment prioritization (Section 8.2) as a foundation. Annually review F‐4. Educate local jurisdictions about all bicycle and pedestrian funding sources and provide application assistance if needed. X
X
Annually
The NMTP provides a comprehensive listing of potential funding sources/strategies. WRCOG to revisit with Working Group annually. F‐5. Encourage and facilitate multi‐
jurisdictional funding applications. X
X
When appropriate Working Group to identify funding opportunities and prepare applications. F‐6. Advocate regional priority consideration for Non‐Motorized Backbone Network improvement applications for competitive programs. X
As needed
WRCOG to be advocate of the NMTP to state and federal agencies, and SCAG. Ongoing
Working Group to promote
Ongoing
WRCOG to take lead. Ongoing
WRCOG to coordinate with local jurisdictions F‐7. Encourage local jurisdictions to use their Measure A Local Streets and Road funds for bicycle and pedestrian improvements along the Regional Backbone Network within their jurisdictions. X
F‐8. Coordinate funding of planned bicycle and pedestrian improvements to the Measure A Regional Arterial System whenever other improvements are made to roads on the system with Measure A funds. X
F‐9. Coordinate funding of planned bicycle and pedestrian improvements to the Transportation Uniform Mitigation Fee (TUMF) Regional Arterial System X
WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program X
X
179
Time Frame Comments whenever other improvements are made to roads on the system with TUMF funds. F‐10. Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that are on the Regional Backbone Network when they widen or construct roads as part of their development projects. X
Ongoing
Requires adoption of routes by local jurisdictions. Assess feasibility WRCOG and Working Group (with participation by RCTC) to conduct an evaluation of the feasibility and safety of using active rail rights‐of‐
way. F‐11. Encourage local jurisdictions to require land developers to include the bicycle and pedestrian improvements that link to the Regional Backbone Network when they widen or construct roads and paths as part of their development projects. F‐12. Coordinate with RCTC and Metrolink to evaluate and complete, when feasible, the Regional Backbone Network projects within new or existing rail rights‐of‐way. X
F‐13. Coordinate with the County of Riverside Regional Park and Open Space District to acquire state and federal funds to complete bicycle and pedestrian paths that are on the Regional Backbone Network. X
X
X
Ongoing
Working Group to coordinate with the County on funding applications. X
quarterly
Requires identifying opportunities early on. Working Group to monitor improvement projects quarterly. F‐14. Coordinate with transportation departments of local jurisdictions and Caltrans to phase planned bicycle and pedestrian roadway projects on the Regional Backbone Network. X
X
F‐15. Encourage bicycle manufacturers to support or sponsor bicycle routes along the Regional Backbone Network. X
X
ongoing
Working Group to connect with bicycle manufacturers and explore sponsorships G‐9. Create a branding program for the sub regional system that distinguishes it from local‐serving routes and includes special signage and general promotion. X
X
Within 2 years WRCOG to lead effort to brand and promote the regional network. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 180
9.2
Corridor Segment Orientation
The Western Riverside Council of Governments has identified 28 bikeways to provide a regional backbone system in Western Riverside County. These projects can be phased in based on the prioritization criteria described below. These criteria are derived from an assessment of likely demand for new bicycle infrastructure as well as where some bicycle facilities currently exist. The projects are not bound by the priorities set here. This categorization simply serves as a guide. If an opportunity arises where bicycle improvements can be made, the WRCOG and/or individual cities should reprioritize projects. For example, when new development goes in where a bikeway is planned, the developer should put in the new facility, even if it is low‐priority. Similarly, when new roads are built or existing roads are widened, bike lanes should be striped at that time. When existing streets are resurfaced that have sufficient width, bike lanes can be striped at that time as well. Described below are the prioritization criteria used to identify which projects were best suited to be completed in the short, medium, and long term. These criteria were used collectively to evaluate the projects, and they are not listed in order of importance. Universities and Schools: University campuses and other schools often draw a significant numbers of bicyclists. They are prioritized here. Employment Centers: Employment centers attract traffic of all types. Improving connectivity to and infrastructure near job centers may encourage employees to choose bicycling as an alternative to driving. Transit Centers: Connection to transportation centers is a high priority of the plan. Integration of the bicycle and transit networks offers several advantages that each mode alone cannot provide; it allows bicyclists to travel greater distances and makes transit accessible to those who live too far away from a transit stop to walk. Bicyclist Safety: It is critically important for WRCOG to ensure the safety of all residents who choose to bicycle. Projects that have the most potential to offer significant safety benefits will rank higher in priority. Population Density: Bicycle use is most prevalent in dense neighborhoods. The projects are prioritized to serve the largest number of people. Completion of the Bicycle Network: Communities that already have some bikeways, but not complete networks, will benefit by having regional bikeways connect with local facilities. These bikeways are prioritized higher. Project Cost and Completion Time: Projects that have lower costs and shorter completion times are prioritized. Geographical Balance: The plan should provide new infrastructure throughout the WRCOG region to ensure that all communities receive benefits. Projects that fill large gaps are designated higher priority. Low‐Income Areas: Low‐income residents are more likely to use the bicycle network due to transportation costs, lower rates of auto‐ownership, and transit‐dependence. Thus, these areas may receive greater benefits from an improved network over other areas. Recreational Interests: Recreational cycling paths and trails are a very important component of the plan. While transportation projects generally take priority over recreational cycling projects, particularly high‐quality bikeways that are likely to attract significant recreational use are given some priority. The following three tables prioritize projects based on existing roads and rights of way. The project segments that depend on new roadways will be completed when those roadways are constructed. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 181
Table 9‐2 Short‐Term Projects (listed by corridor number) Corridor Geographic Name Type Communities Served Number Region 1 Santa Ana River Trail Northwest
Class I/II
Riverside, Norco, Corona, Unincorporated Northwest 3 SR 91 Corridor‐
Magnolia 4 7 Van Buren‐
Northwest
Mockingbird I‐15 Corridor‐Temescal Northwest, Canyon Southwest Hidden Valley‐La Sierra Northwest
9 Fairmont‐Iris 5 14 15 16 17 Northwest
Northwest, Central San Jacinto River‐
Hemet/San Diamond Valley Lake Jacinto Salt Creek‐Domenigoni Hemet/San Jacinto Lake Elsinore‐Murrieta Southwest
& Temecula Creeks Nichols‐Perris Blvd Southwest, Central Class I/II
Riverside, Corona
Class I/II
Unincorporated Northwest, Riverside
Class II/III
Class I/II
Corona, Unincorporated Southwest, Unincorporated Northwest, Lake Elsinore, Norco Riverside, Unincorporated Northwest
Class II/III
Riverside, Moreno Valley Class I/II
San Jacinto, Hemet Class I/II
Class I/II
Hemet, Unincorporated Hemet/San Jacinto, Menifee, Wildomar, Lake Elsinore Temecula, Murrieta, Wildomar, Lake Elsinore
Class I/II
Perris, Lake Elsinore Table 9‐3 Medium‐Term Projects (listed by corridor number) Corridor Geographic Name Type Communities Served Number Region 6 El Sobrante‐Lake Perris Northwest, Class I/II
Unincorporated Northwest, Perris, Unincorporated Central Central, Corona 8 Arlington‐Alessandro Northwest, Class II
Riverside, Moreno Valley Central 10 San Jacinto River‐
Hemet/San Class I/II
Unincorporated Hemet/San Jacinto, San Jacinto, Bautista Creek Jacinto, Unincorporated Central, Perris, Hemet Central 11 Iris‐Redlands Central, Pass Class II
Moreno Valley, Unincorporated Pass
13 18 23 24 25 San Timoteo‐I 10 Pass Pass
Area San Diego Canal‐
Hemet/San Eastern Bypass Jacinto, Southwest I 15 South, Menifee‐
Southwest
Murrieta Case‐Leon Central
Class I/II
Lasselle‐Perris Valley Channel Class I/II
Central
Class I/II
Banning, Beaumont, Calimesa, Unincorporated Pass San Jacinto, Hemet, Temecula, Unincorporated Southwest, Unincorporated Hemet/San Jacinto Class I/II
Murrieta, Menifee Class II
Unincorporated Central, Menifee, Perris, Unincorporated Southwest Moreno Valley, Perris WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 182
Table 9‐4 Long‐Term Projects (listed by corridor number) Corridor Geographic Name Type Communities Served Number Region 2 Cucamonga‐Creek‐
Northwest
Class I/II
Unincorporated Northwest Mission 12 Alessandro Davis Central
Class I/II
Moreno Valley, Unincorporated Central
19 Class II
Wildomar, Menifee Class II
Murrieta
21 Southwest, Central Murrieta Creek‐French Southwest
Valley Three Creeks Southwest
Class I/II
Temecula, Unincorporated Southwest
22 Gibbel‐Fairview Class I/II
Unincorporated Hemet/San Jacinto, Hemet
26 Bryant‐Singleton Extension Oak Valley‐San Jacinto Pass
River Rainbow Canyon Rd‐I Southwest
15 Frontage Rd Class II
Calimesa
Class I
Unincorporated Pass, Unincorporated Central, Beaumont Temecula
20 27 28 9.3
Bundy‐Scott Hemet/San Jacinto Pass
Class II
Safety Considerations
The planned bicycle, pedestrian and NEV facilities comprise “engineering” strategies that create physical change so that people have better routes and convenient ways to travel. This is the first of the “5Es” that are used to create communities that fully accommodate these transportation modes. The other Es are Education, Encouragement, Enforcement, and Evaluation. The programmatic Es are best carried out in an organized fashion. Safe Routes to Schools programs present excellent opportunities to use all these strategies. Work site programs and other community‐wide efforts can reach broader audiences. The following provides an overview of the programmatic Es. 9.3.1 Education Local jurisdictions and schools can bring in programs to teach bicycle safety to children, adults, and motorists who encounter bicyclists and pedestrians. The curriculum for cyclists should focus on teaching safe riding behavior, such as how to ride in traffic, how to make left turns, where to ride in the lane, and so forth. Pedestrian safety should teach basics such as how to cross a street, where to cross, when to cross, etc. A specific curriculum geared for each audience, along with a handbook or other literature, is recommended. 1.
Children: All children in public schools should go through a bicycle and pedestrian safety program before they graduate. This should start at a young age. 2.
Adults: A bicycle safety education component should also be available to adults at employment sites, and on selected weekends for the general public. 3.
Motorists: The safety curriculum should educate motorists about how to interact with bicyclists and pedestrians. 4.
Other groups: Safety education should be taught to others who come into contact with bicyclists and pedestrians, such as ARTS bus drivers and local police. 5.
City and County staff: Bicycle and pedestrian safety education can be incorporated into existing training and orientations. 6.
Bike shops: These can sponsor fairs and clinics to teach safe cycling. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 183
The Riverside County Department of Public Health has developed bicycle and pedestrian safety education programs. Other organizations such as Safe Moves, the League of American Bicyclists, and the Safe Kids Coalition offer safety education with established curricula. 9.3.2 Encouragement Local jurisdictions, schools, and businesses can carry out promotional efforts to encourage people to walk and bicycle. The message often promotes the health and environmental benefits. The following represent typical encouragement programs. 1.
Bike maps showing existing bikeways along with their types. Bike maps can offer other information such as where cyclists can find schools, colleges, bike shops, parks, and other destinations important to cyclists. A growing number of local jurisdictions have developed map applications for mobile telephones with similar information. 2.
Walking route maps. Some cities, such as Riverside, have created walking routes for people to use for recreation as well as for utilitarian purposes. These designated routes take walkers along scenic routes and routes through parks to schools, stores, etc. 3.
Bike and walk events: Local jurisdictions, schools, and business organizations can organize events to encourage bicycle riding and walking. Events such as Bike‐to‐Work‐Week, International Walk‐to‐School Day, Walk and Wheel Wednesdays, and more offer an opportunity for people to get out walking or cycling with others in the hope that they will enjoy it and want to do it more often. Some cities are organizing “cyclovias,” where streets are closed to cars for bicycles and pedestrians. 4.
Walking School Buses and Bicycle Trains: Parents can help students walk or cycle to school by walking with them or bicycling with them. Walking School Buses and Bicycle Trains are often led by one or more parents who stop to “pick up” students along the way. They make the trip safer from both a traffic and personal safety perspective. 5.
System identification: Local jurisdictions can develop their own identifying logos and names that are shown on bikeways and bicycle parking signs. Directional signage (i.e., downtown, UC Riverside) placed at strategic locations will help first‐time users in the area find their destinations. 6.
Equipment: Some organizations and agencies provide free bicycle helmets and lights to students and low‐income cyclists. 7.
Employer incentives: Employers of 250 or more people are required to have ridesharing programs or to pay pollution offsets to the South Coast Air Quality Management District. Through these Transportation Demand Management programs, major employers encourage walking, bicycle commuting, and driving electric vehicles by their employees by coordinating promotional events and encouraging the provision of bicycle lockers, access to shower facilities, financial incentives, preferential parking, and more. Cities and the County can work with employers to offer incentives, such as prizes, financial incentives, or giving regular commuters new bicycles. 9.3.3 Enforcement Traffic laws are generally meant to facilitate safe use of our transportation facilities by motorists, bicyclists, and pedestrians. As such, enforcement of those laws is especially critical for the most vulnerable users, who are bicyclists and pedestrians. Enforcement aims to correct unsafe behavior of motorists, cyclists and pedestrians. Such behavior often involves the following typical actions. Motorists: 1.
Speeding 2.
Not yielding to traffic signs and signals 3.
Not yielding to pedestrians 4.
Driving too close to bicyclists 5.
Texting while driving WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 184
6.
Inattention 7.
Parking in red zones Bicyclists: 1.
Riding in the wrong direction 2.
Not wearing lights at night 3.
Not wearing helmets 4.
Swerving 5.
Changing lanes without notice Pedestrians: 1.
Darting out into traffic 2.
Not yielding right‐of‐way at mid‐block crossings 3.
Not waiting for signals 4.
Crossing at locations with poor visibility 5.
Not looking before crossing Enforcement strategies work to change these behaviors. Enforcement begins with safety education to ensure that everyone is aware of laws and safe driving, cycling, and walking habits. Enforcement can be carried out by: 1.
Police and sheriffs 2.
Crossing guards 3.
School monitors 4.
Local residents Some enforcement entails ticketing, but not all. The activities of crossing guards, school monitors, and school principals work to ensure safe behavior by directing traffic, posting notices, and sending announcements to students and parents. Local residents participate in programs such as borrowing radar speed equipment and reporting violators or having people drive at safe speeds as “pace cars.” Cities and the County can put up speed feedback monitors and red light‐running cameras. Law enforcement uses the following techniques: 1.
Teaching safety 2.
Evaluating traffic situations 3.
Providing police presence 4.
Ticketing 5.
Pedestrian “sting” operations to catch motorists not yielding to pedestrians 6.
Answering traffic complaint hotlines 7.
Keeping and sorting records of crashes 9.3.4 Evaluation It is important to track the progress of the improvements and programs to see how much difference they are making. The following tools can be used to evaluate these: 1.
In‐class surveys for schools asking students about travel mode 2.
Yearly fitness exams at schools 3.
Employer surveys asking employees about travel mode 4.
Bicycle and pedestrian counts 5.
NEV registrations 6.
US Census data WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 185
Each of these tools can be use annually or periodically to determine patterns. They should use common research methods to yield consistent results that can be compared fairly. In other words, conduct the evaluation at the same time of the year, using the same instruments or methods, etc. Tracking like this can provide important feedback that will help determine which efforts are most successful and worth continuing. 9.4
Maintenance Plan
It will be important to maintain all of the bicycle, pedestrian, and NEV facilities in Western Riverside County. The frequency of this maintenance will vary significantly depending on the usage, weather, landscaping, and other factors. The following presents some general guidelines. 1.
On‐road facilities such as bike lanes, NEV lanes, and crosswalks need regular sweeping and painting. They should be maintained along with the street. 2.
Bike racks need painting every five to ten years. Those with rubberized coating need replacement approximately every 10 to 15 years. Bicycle lockers should last a long time, and maintenance should be done as needed. 3.
The maintenance of sidewalks varies depending, to a large degree, on the adjacent trees. Landscaping with trees or ground cover without roots that will lift sidewalks can significantly reduce the need for maintenance. Well‐built sidewalks can last 40 years or more. Sidewalks need regular sweeping to keep them clear of debris. Groundcover, such as grass, needs regular (weekly) trimming. Weeds need to be removed from sidewalk seams as they appear. The adjacent property owner should take care of sidewalk maintenance. Maintenance for off‐road paths presents more of a challenge than on‐road facilities because the maintenance won’t be done as an incidental part of other maintenance. Table 9‐5 presents some general guidelines. The actual frequency can be determined as local agencies gain experience with these facilities. Table 9‐5 Off‐Road Paths Maintenance Guidelines Item Shoulder and grass mowing Trash disposal Pothole filling Bollard replacement Irrigate/water plants Graffiti removal Fountain/restroom cleaning/repair Pavement sweeping Weed control Tree, shrub, & grass trimming/fertilization Sign replacement/repair Repaint lanes and pavement stencils – paint Repaint lanes and pavement stencils – thermoplastic Maintain irrigation lines/replace sprinklers Lighting replacement/repair Maintain furniture Pavement sealing/repaving Estimated Frequency As needed As needed As needed As needed Depends on plant material; best to select drought ‐tolerant As needed Weekly cleaning/Repair as needed As needed; depends on adjacent landscape As needed 6 months‐1 year 5‐7 years 2‐4 years and at the time of pavement sealing/repaving 7‐10 years and at the time of pavement sealing/repaving As needed As needed As needed 7‐10 years WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 186
9.5
Plan Relationship to State and Regional Programs
The WRCOG Non‐Motorized Transportation Plan does not operate in a vacuum—state and regional programs have helped shape the Plan and it’s goals and policies; in turn, the Plan’s goals and policies work together to meet the intent of various programs. Five of these key programs are summarized below; following each summary is a discussion of the Non‐motorized Transportation Plan’s relationship to the program. 9.5.1 California Assembly Bill 1358 (2008): The Complete Streets Act Summary of Legislation AB 1358, the Complete Streets Act, will require cities and counties (starting in 2011), upon revision of the circulation element of their general plan, to identify how the jurisdiction will provide for the routine accommodation of all users of the roadway, including motorists, pedestrians, bicyclists, individuals with disabilities, seniors, and users of public transportation. Planning and implementing “complete streets” is one way cities and counties can meet this requirement. A complete street is a transportation facility that is planned, designed, operated, and maintained to enable safe access for all roadway users; pedestrians, bicyclists, motorists, and transit riders of all ages and abilities must be able to safely move along and across a complete street. Complete streets help facilitate a variety of important community benefits. Some of these benefits are described below: 1.
Complete streets provide safe travel choices and give people the option to avoid traffic jams while increasing the overall capacity of the transportation network. 2.
Complete streets encourage healthy physical activity. Public health experts promote walking and bicycling to combat obesity, especially in children. 3.
The greenhouse gas emission reduction goals set forth in AB 32 can be realized, in part, through the implementation of complete streets. If each resident of a community of 100,000 replaced one car trip with one bike trip once per month, it would cut carbon dioxide emission by 3,764 tons per year (compared to planting a tree, which would sequester approximately 50 pounds of carbon dioxide per year). 4.
Planning for complete streets cuts costs. Integrating sidewalks, bike lanes, transit amenities, and safe crossings into the initial design of a project is more cost‐effective than making retrofits later. 5.
Complete streets can lead to economic revitalization by reducing transportation costs and travel time while increasing property values and job growth in communities. 6.
Thoughtful design and accommodations for bicyclists and pedestrians reduces the incidence of crashes and improves safety for all transportation users. 7.
Complete streets foster strong communities where all people feel safe and welcome on the roadways and where walking and bicycling are an essential part of improving public transportation and creating friendly, walkable neighborhoods. The Complete Streets Act is supported by Caltrans Deputy Directive DD‐64‐R1. DD‐64‐R1 memorializes the importance of pedestrian and bicycle facilities to the state’s transportation system and outlines responsibilities for Caltrans employees to ensure that travelers of all ages and abilities can move safety and efficiently along and across a network of complete streets throughout the state. Relationship of the WRCOG Non‐Motorized Transportation Plan to the Complete Streets Act The WRCOG Non‐Motorized Transportation Plan meets the goals and policies of the Complete Streets Act in several ways. First, the Plan fundamentally increases the range of transportation options for travel within and between western Riverside jurisdictions and neighboring counties by creating a backbone network of bicycle and pedestrian routes (Goal G‐1). This on‐ and off‐street network of routes improves safety for pedestrians and cyclists by providing dedicated facilities apart from motorists (Goal G‐2). The Plan also addresses ancillary facilities that are necessary to make a complete street work: the Plan establishes preferred or “typical” design standards for route classifications and includes standards for WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 187
adequate bicycle parking/storage, sidewalk design, use, and maintenance of materials for both on‐road and off‐road facilities, optional street crossing standards, and other standards related to pedestrian and bicycle safety (Goal D‐4). Lastly, the Plan specifically calls out the need to coordinate with local jurisdictions to encourage consistency throughout western Riverside County in addressing the Complete Streets Act in future updates to General Plan Circulation Element policies and standards (Goal C‐8). 9.5.2 California Streets and Highways Code: California Bicycle Transportation Act Summary of Legislation The intent of the California Bicycle Transportation Act is to design and develop a transportation system that achieves the functional commuting needs of the employee, student, business person, and shopper, ensures the physical safety of the bicyclist and bicyclist’s property; and accommodate bicyclists of all ages and skills. The California Streets and Highways Code spells out required components of bicycle plans each jurisdiction must include to be eligible for Caltrans Bicycle Transportation Account (BTA) funds. Local governments seeking these funds must have their plan approved by the regional funding agency. Those components are: 1.
Estimated number of existing bike commuters and estimated increase 2.
Map and description of existing and proposed land use 3.
Map and description of existing and proposed bicycle routes 4.
Map and description of existing and proposed bicycle parking 5.
Map and description of existing and proposed links to other transportation modes 6.
Map and description of existing and proposed facilities for changing and storing clothes and equipment 7.
Description of safety education programs, efforts by law enforcement, and effect on accident rates 8.
Description of public input 9.
Description of coordination with other local and regional transportation, air quality, and energy conservation plans 10.
Description of projects and their priorities 11.
Description of past expenditures and future financial needs Relationship of the WRCOG Non‐Motorized Transportation Plan to the California Bicycle Transportation Act The WRCOG Non‐Motorized Transportation Plan develops key routes that link communities, major destinations, transportation facilities, and other nodes of activity in an effort to meet the needs of the users outlined in the Bicycle Transportation Act: employees, students, business people, and shoppers (Goal G‐3). The plan also focuses on the safety of bicyclists by providing design classifications and best practices related to street network configurations (Goals G‐2, D‐4, and D‐5). The use of on‐ and off‐street facilities provides a variety of route configurations that may accommodate bicyclists of all different ages and skills at different locations throughout the subregion (Goal D‐2). As the local jurisdictions prepare their own bicycle plans, they will need to insert all of the above required components in order to be eligible for BTA funds. 9.5.3 California Assembly Bill 32 (2006): Global Warming Solutions Act Summary of Legislation AB 32, the Global Warming Solutions Act, establishes the first‐in‐the‐world comprehensive program of regulatory and market mechanisms to achieve real, quantifiable, cost‐effective reductions in greenhouse gasses (GHG). AB 32 makes the California Air Resources Board (CARB) responsible for monitoring and reducing GHG emissions and continues the existing Climate Action Team to coordinate statewide efforts. This landmark legislation calls for a reduction of the state’s greenhouse gas emissions to 1990 levels by WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 188
2020 and will require the state to cut emissions by 30 percent over projected levels. Reduction measures proposed to meet the 2020 target levels are to be adopted by the start of 2011. Relationship of the WRCOG Non‐Motorized Transportation Plan to the Global Warming Solutions Act The WRCOG Non‐Motorized Transportation Plan defines a subregional backbone network of pedestrian and bicycle routes that encourages western Riverside County residents to utilize modes of transportation other than the automobile (Goal G‐1). The Plan provides direction for the backbone network to connect to local bicycle and pedestrian trails, public transit stops, and major employment and activity centers to facilitate access to these destinations without the use of an automobile. Increasing bicycling from 1 percent to 1.5 percent of all trips in the United States would save 462 million gallons of gasoline each year. The WRCOG Non‐Motorized Transportation Plan will aid in reducing auto‐generated greenhouse gas by facilitating alternative transportation networks, thereby helping to achieve the emission reduction targets set by AB 32 (Goal G‐5). Additionally, in Chapter 8, this Plan includes an analysis of potential reductions in vehicle miles traveled and GHG emissions. 9.5.4 California Senate Bill 375 (2008) Summary of Legislation SB 375 requires the CARB to set regional targets for years 2020 and 2035 to reduce greenhouse gas emissions from passenger vehicles. The targets apply to regions in the state covered by the 18 metropolitan planning organizations (MPOs)—SCAG is the MPO that represents western Riverside County, SB 375 provides emissions‐reducing goals regions can plan for, integrates disjointed planning activities, and provides incentives for local governments and developers to follow new, conscientiously planned growth patterns. Reducing the number of vehicle miles traveled (VMT) is one strategy MPOs can employ to achieve these targets. As California’s population continues to grow, SB 375 identifies the need to envision and plan communities that rely less on automobiles and more on alternative modes of transportation, especially for short‐
distance trips. The intent of SB 375 is to reduce VMT by reshaping the face of California’s communities into more sustainable, walkable environments with alternative transportation options and increased quality of life. SB 375 provides incentives for creating attractive, walkable, sustainable communities and revitalized existing ones. It also encourages the development of more alternative transportation options, including well‐planned and ‐maintained pedestrian and bicycle routes. Through these land use strategies, SB 375 plays an important role in achieving the greenhouse gas emission reduction targets set in AB 32. Relationship of the WRCOG Non‐Motorized Transportation Plan to SB 375 Passenger vehicles are the largest single source of greenhouse gas emissions in California—a reduction in VMT translates to a reduction in GHG emissions (the intent of SB 375). One way to reduce VMT is to create connections between destinations using alternative transportation modes. The WRCOG Non‐
Motorized Transportation Plan identifies connections that enable western Riverside County residents to more easily travel to local and regional destinations without the use of a car, thereby reducing VMT (Goals G‐1, G‐2, and G‐5). The WRCOG Non‐Motorized Transportation Plan provides a framework for key routes and facilities that will ensure the following connections: 1.
Between jurisdictions, including city‐to‐city connections, connections between western Riverside and the unincorporated Western Riverside County area, and connections between western Riverside County and adjacent counties (Goal P‐1) 2.
To major activity areas, including civic and county facilities, hospitals, libraries, major parks and recreation area, colleges and universities, malls and major retail centers and large employment centers (Goal P‐2) 3.
To existing and future planned transit facilities, including Metrolink stations, bus stops, major bus and/or Bus Rapid Transit stations, and future high speed rail (Goal P‐3). WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 189
9.5.5 Southern California Association of Governments Regional Transportation Plan (2008) Summary of SCAG’s Regional Transportation Plan and Non‐Motorized Transportation Report The Southern California Association of Governments (SCAG) 2008 Regional Transportation Plan (RTP) is a 25‐year plan that provides long‐range regional strategies for new construction and improvements to the existing transportation system to enhance the movement of people and goods. The RTP addresses 12 topic areas: transportation finance, air quality conformity, integrated growth forecast and regional land use, highways and arterials, public transit, goods movement, aviation and airport ground access, high‐
speed regional transport, transportation safety and security, environmental justice, environmental mitigation, and, most important for this discussion, non‐motorized transportation. SCAG’s Non‐Motorized Transportation Report promotes development that is less dependent on automobiles, increases transit service and use, reduces congestion, and assists in reducing air pollution. Non‐motorized transportation is supported by the RTP through the development of bicycle and pedestrian incentive policies, and changes in development patterns for both new and redeveloped communities. The goals of the non‐motorized chapter of the RTP are: 1.
Decrease injuries and fatalities to bicyclists and pedestrians 2.
Increase accommodation and planning for bicycles and pedestrians 3.
Increase bicycle and pedestrian use 4.
Increase funding for non‐motorized transportation plans and projects 5.
Encourage development of local non‐motorized plans 6.
Produce a comprehensive regional non‐motorized plan In addition to improving non‐motorized transportation options through the RTP and the development of the NMTP, SCAG also participates in the California Bicycle Advisory Committee and the Caltrans District 7 Bicycle Advisory Committee. SCAG has worked with local governments in reviewing their Bicycle Transportation Account applications, Safe Routes to School Applications, and partnered with or supported local agencies on projects that may have regional impacts. SCAG is also working with Caltrans, the Adventure Cycling Association, and the American Association of State Highway and Transportation Officials on the development of the Southern California portions of a National Bike Route System. Relationship of the WRCOG Non‐Motorized Transportation Plan to SCAG’s RTP The WRCOG Non‐Motorized Transportation Plan supports the goals identified in the non‐motorized report of SCAG’s RTP in a variety of ways. The Plan seeks to improve safety for both bicyclists and pedestrians through specific design measures, including sidewalk design, use and maintenance of materials, and street crossing standards (Goals G‐2, D‐4, and D‐5). The basic objective of the WRCOG Plan is to plan for and accommodate bicycles and pedestrians through a network of routes in western Riverside County; by developing this network and linking routes to major destinations, it can be anticipated that bicycle and pedestrian use will increase. In addition to planning and designing the key non‐motorized transportation routes, the Plan specifically addresses the need to increase funding for non‐motorized transportation plans and facilities (Goal G‐6). The Plan identifies the need to determine an annual funding goal for Regional Backbone Network projects every year in western Riverside County, through both local and subregional efforts (Goal G‐8). Moreover, the Plan thoroughly addresses the funding and implementation of non‐motorized transportation plans and projects (Goals F‐1 through F‐14). The WRCOG Non‐Motorized Transportation Plan looks beyond itself in order to create the most comprehensive and useful non‐motorized transportation network possible; the Plan recommends coordinating with the Riverside County Transportation Commission, Riverside Transit Agency, and SCAG to ensure that the Plan is integrated with the RTP and consistent with subregional initiatives (Goal C‐5). The Plan also advocates for coordination with local jurisdictions to encourage consistency between WRCOG’s plan and local General Plans (Goal C‐1). The WRCOG Non‐Motorized Transportation Plan is a WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 190
subregional backbone network and over time will serve as a major piece of the puzzle as SCAG works to develop a comprehensive regional non‐motorized plan throughout its entire jurisdiction. Resources AB 1358 Fact Sheet. Office of Assemblyman Mark Leno. April, 2007. Complete Streets Implementation Action Plan. Caltrans. February, 2010. www.calbike.org/completestreets.htm. California Bicycle Coalition. March, 2010. www.completestreets.org. National Complete Streets Coalition. March, 2010. Facts about Assembly Bill 32 Global Warming Solutions Act. California Environmental Protection Agency, Air Resources Board. December, 2009. Implementation of the AB 32 Scoping Plan. Air Resources Board. January, 2010. Regional Transportation Plan: Non‐Motorized Transportation Report. Southern California Association of Governments. 2008. Senate Bill 375: Redesigning Communities to Reduce Greenhouse Gases Fact Sheet. Office of the Governor. October, 2008. WRCOG NON‐MOTORIZED TRANSPORTATION PLAN UPDATE Section 9.0 Action Program 191

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