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7 TRANSPORTATION ELEMENT

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The purpose of the Transportation Element is to demonstrate how people and

goods will move through the City. The transportation system should support travel

within Chino and connect to regional transportation options, reduce the impacts of

transportation on the region’s environment, and provide a variety of options so

individuals can choose to travel by car, bicycle, foot, or public transportation. This

Element balances the need to provide efficient and reliable ways to move people

and goods by multiple transportation modes and routes. These qualities of the

transportation system indicate the important link between transportation and pub-

lic health. They support Chino’s vision of remaining a safe, attractive community

that provides opportunities for healthy, active lifestyles, with walkable neighbor-

hoods, vibrant retail districts, and economically strong employment areas. Many of

the goals, objectives, policies, and actions in this Element were referenced in Chap-

ter 3, A Healthy City, as they support healthy means of travel, reduced air pollution,

and strong connections between people in the community.

Transportation policies are key to meeting Statewide goals for reduction of green-

house gas (GHG) emissions. Many of the goals, objectives, policies, and actions in

this Element will help Chino contribute to reduced GHG emissions, primarily

through reductions in vehicle miles traveled (VMT), shifting toward pedestrian,

bicycle, and transit travel, and alternative vehicle technologies.

The Transportation Element is correlated with the Land Use Element. As required

by Government Code Section 65302(b), this Element contains information on the

general location and extent of existing and proposed major thoroughfares, trans-

portation routes, and terminals. State law calls for a Circulation Element contain-

ing data and policies related to transportation as well as the circulation of water,

sewage and storm drainage, and other public utilities. In this General Plan, the

Transportation Element covers only transportation and other circulation issues are

presented in the Public Facilities and Services Element.

This element is divided into four sections.

Background. Describes the existing transportation network in Chino.

Roadway Classification Standards. Describes key aspects of Chino’s road-

ways.

Goals, Objectives, Policies, and Actions. Guide the development of the

City’s transportation system.

Indicators. This section provides methods to guide the City in evaluating im-

plementation of the Transportation Element.

C I T Y O F C H I N O

G E N E R A L P L A N

T R A N S P O R T A T I O N E L E M E N T

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A. Background

The existing transportation system in the City of Chino consists of the following

major components.

Roadways. There is an extensive network of roadways in Chino, including

major freeways (e.g. State Route 60, State Route 71), expressways (e.g. Euclid

Avenue), arterials (e.g. Central Avenue), collectors, and local streets.

Bicycle, Pedestrian, and Equestrian Facilities. The bicycle network in-

cludes on-street bicycle lanes, off-street facilities, and multi-use paths. Pedes-

trian facilities are primarily sidewalks, in addition to multi-use trails.

Public Transit. Chino’s public transit system includes local and regional bus-

es. Local bus service provides access and mobility around Chino. Metrolink

service in Ontario and Pomona provides regional transit access as well.

Freight Movement. Chino has a significant number of rail facilities, includ-

ing several active freight rail lines. These rail lines are supplemented with des-

ignated truck facilities that route truck traffic through the City to the regional

roadway network.

Airport. The Chino airport is owned and operated by San Bernardino County

and serves regional aviation needs, as well as providing general aviation relief

to the LA/Ontario and John Wayne airports.

Each of these components are addressed below.

1. Roadways

In Chino, as in most cities of a primarily suburban character, most travel of any

significant distance occurs in motorized vehicles, primarily the automobile. This

section discusses the key components of the vehicular circulation network.

a. Streets and Highways

The roads in Chino range in size from highways to local residential streets and al-

leyways. Each level serves a different function in the system of vehicular move-

ment. Highways and expressways serve regional traffic, arterial and collector

streets serve city-wide travel needs, and local streets serve the needs of individual

neighborhoods.




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b. Freeway Interchanges

There are eight freeway interchanges adjacent to the City of Chino. Three of these

interchanges are found on State Route 60 and five are found on State Route 71.

c. Traffic Signals

In total, the City of Chino Traffic Signal Master Plan includes 197 existing or

planned traffic signals within its City boundary, Sphere of Influence, and its sur-

rounding areas. Of the 197 traffic signals, 103 are existing Chino traffic signals, 38

are existing State Department of Transportation (Caltrans) traffic signals, five are

existing County of San Bernardino traffic signals, one borders Chino and Riverside

County, one is in Chino Hills, and two are in Ontario. The remaining 48 planned

traffic signals are spread throughout the City and its surrounding areas, with 41

future Chino traffic signals, four future Chino/Ontario traffic signals, two future

Chino/Riverside County traffic signals, and one future Chino Hills traffic signal.

See Figure TRA-1 for details.

d. Level of Service

Intersection operations are evaluated using a level of service system. Level of ser-

vice is a performance measure used to characterize a single dimension – intersec-

tion seconds of delay – of how well the roadway network is operating for motor-

ized vehicles. These evaluations are based on empirical data collected and reported

in the 2000 Highway Capacity Manual, which is maintained by the Transportation

Research Board as directed by the “Guidelines for CMP (Congestion Monitoring

Program) Traffic Impact Analysis Reports in San Bernardino County.” The 2000

Highway Capacity Manual utilizes a methodology that assesses the average control

delay for motorized vehicles at intersections. This methodology results in level of

service measurements, indicating the quality of traffic flow and using letter grades

from level of service (LOS) A (best) to F (worst). The level of service ranges for

signalized intersections are provided in Table TRA-1.

Unsignalized intersections are analyzed using a similar methodology, but delay is

calculated only for movements that are controlled by the stop sign. Therefore the

delay at side-street stop controlled intersections reflects only the delay accruing to

vehicles that are stopping at the stop sign, while through traffic on the main street

flows uninterrupted with no delay. The level of service ranges for unsignalized

intersections are shown in Table TRA-2.

Roadway capacity is one measure of the ability of the street system to meet and

serve the demands placed on it by motor vehicles. It is a commonly-used measure

of how well City streets are serving motorized vehicles. There are other metrics




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that can be used to evaluate how well a transportation system is performing for

both motor vehicles as well as other modes, most notably safety statistics and user

satisfaction surveys.

The capacity of a roadway is affected by a number of factors, including street

width, roadway design, number of travel lanes, number of roadway intersections,

number of driveways, presence of on-street parking, and traffic signal

Chino HillsTraffic Signal

Future Traffic Signals

Chino HillsTraffic Signal

LEGEND

Sphere of Influence

Existing Road

Future Road

ChinoTraffic Signal

CaltransTraffic Signal

San BernardinoTraffic Signal

ChinoTraffic Signal

Chino/OntarioTraffic Signal

Chino/Riverside Co.Traffic Signal

Chino/Riverside Co.Traffic Signal

Existing Traffic Signals

OntarioTraffic Signal

SOURCE: City of Chino Traffic Signal and Interconnect Master Plan

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E X I S T I N G A N D F U T U R E T R A F F I C S I G N A L S

F I G U R E T R A - 1

N O R T H




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TABLE TRA-1 SIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA

LOS Description

Control Delay per Vehicle (s/veh)

A Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation.

≤ 10

B

Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form.

> 10 – 20

C Good operation. Occasionally drivers may have to wait more than 60 seconds, and back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted.

> 20 – 35

D

Fair operation. Cars are sometimes required to wait more than 60 seconds during short peaks. There are no long-standing traffic queues. This level is typically associated with design practice for peak periods.

> 35 – 55

E Poor operation. Some long-standing vehicular queues develop on critical approaches to intersections. Delays may be up to several minutes.

> 55 – 80

F

Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movement of vehicles out of the intersection ap-proach lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow.

> 80

cycle length. Guidelines for maximum daily vehicle volumes at a particular level of

service are provided below in Table TRA-3.

e. Intelligent Transportation Systems

Intelligent transportation systems (ITS) improve transportation safety, reduce travel

times, and reduce fuel consumption through the use of advanced information and

communications technologies.




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TABLE TRA-2 UNSIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA

Level of Service Description

Control Delay per Vehicle

(s/veh)

A Little or no delays ≤ 10.0

B Short traffic delays > 10.0 to 15.0

C Average traffic delays > 15.0 to 25.0

D Long traffic delays > 25.0 to 35.0

E Very long traffic delays > 35.0 to 50.0

F Extreme traffic delays with intersection

capacity exceeded > 50.0

Current ITS applications in the San Bernardino County include:

511 Information – Telephone line that provides information on traffic condi-

tions, transit services, rideshare, park-n-ride lots, and other commuter alterna-

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

Closed-circuit TV cameras – Help identify and respond to accidents more

quickly;

Electronic sensors – Sensors in freeways which transmit vehicle counts to a

traffic management center and provide up-to-the-minute traffic conditions;

Computerized traffic signal control systems – Help monitor and respond to

local traffic congestion;

Smart call boxes – Gather traffic count data and transmit it to traffic manage-

ment centers and the California Highway Patrol;

Changeable message signs – Dynamic signs on freeways to alert motorists to

accidents or route changes; provide travel times between major intersections;

and

http://www.ie511.org/




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

LEVEL OF SERVICE

No. Lanes

Freeway Expressway Major Arterial

6 4 8 4 6 8

LOS

A 72,000 24,500 49,000 21,500 32,300 43,000

B 84,000 28,600 57,200 25,100 37,700 50,200

C 96,000 32,700 65,400 28,700 43,100 57,400

D 108,000 36,800 73,500 32,300 48,500 64,600

E 120,000 40,900 81,700 35,900 53,900 71,800

No. Lanes

Primary Arterial Secondary Arterial Collector

2 4 6 2 4 2

LOS

A 10,000 18,000 29,000 8,000 17,000 8,000

B 11,000 20,000 34,000 10,000 20,000 9,000

C 13,000 24,000 38,000 11,000 22,000 10,000

D 14,000 27,000 43,000 13,000 25,000 12,000

E 16,000 30,000 48,000 14,000 28,000 13,000

Traffic signals at freeway entrance ramps – Help traffic merge safely and keep

freeways moving more smoothly.

f. Safety

The existing roadway system in Chino can also be evaluated in terms of the safety it

provides to pedestrians and cyclists. The City experienced an average of 16 pedes-

trian/vehicle collisions per year during the period 2000-2006. In 2005, Chino expe-

rienced the lowest number of pedestrian/vehicle collisions with nine collisions and

no fatalities. In 2006, the number of pedestrian/vehicle collisions increased slightly

to 11 collisions; however they were more severe with three fatalities. Table TRA-4




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shows a downward trend in pedestrian/vehicle collisions since the high in 2002.

This is especially encouraging when considering the increase in population and

geographic area due to annexation over that same time period. All new traffic sig-

nal installations within the City are required to have pedestrian countdown timers,

which enhance pedestrian safety during street crossings.

Table TRA-4 illustrates the number of pedestrian and bicycle collisions from 1997

to 2006. For pedestrians, the injury and fatality rate in Chino is closer to that of the

US rather than that of California, which has a much higher rate than the rest of the

country.

In the period 1997-2006, the City averaged 23 bicycle-related crashes per year. In

that same period, there were five bicycle fatalities, although there were none be-

tween 2004 and 2006. For bicycles, the City’s injury/fatality rate is almost as high

as the California rate, and higher than the US rate.

Helmet use for children in the City is mandatory, and enforcement of this law has

generally increased helmet use and awareness throughout the City. This may re-

duce the severity, although not the frequency, of bicycle/vehicle crashes.

Geographically, bicycle and pedestrian crashes tend to be concentrated along major

commercial corridors such as Central Avenue and Riverside Drive. Crashes mirror

nodes of bicycle and pedestrian activity – for pedestrians, there seems to be a rela-

tionship between crashes and bus routes. Transit stops, especially transfer points

and high-ridership stops, should be focal points for future pedestrian safety, access,

and crossing improvements. Bicycle crashes also seem to concentrate somewhat

along bicycle lanes and trails, where there are presumably more cyclists.




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

Year

Pedestrian Collisions Bicycle Collisions

Injury Fatality Injury Fatality

1997 NA NA 26 0

1998 NA NA 19 0

1999 NA NA 21 2

2000 12 2 29 1

2001 21 1 24 0

2002 30 0 21 1

2003 16 1 24 1

2004 14 0 27 0

2005 9 0 17 0

2006 11 3 22 0

Note: NA = Not Available

Sources: Bicycle and pedestrian collision data 2000-2007 from Statewide Integrated Traffic Records

System (SWITRS), accessed on January 6, 2010 at http://www.chp.ca.gov/switrs/

index.html. Bicycle collision data from 1997-1999 from the San Bernardino County Non-Motorized

Transportation Plan 2001 Update.

g. Neighborhood Traffic Calming

Some of the safety issues described in section f can be addressed through neigh-

borhood traffic calming. The Institute of Transportation Engineers defines traffic

calming as “the combination of mainly physical measures that reduce the negative

effects of motor vehicle use, alter driver behavior, and improve conditions for non-

motorized street users.” Neighborhood traffic calming measures are often evaluat-

ed after residents have expressed concern about speeding, cut-through traffic, and

the overall safety in their residential neighborhood. Common traffic calming

measures include:

Traffic circles

Medians and gateways




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Bulb-outs, curb extensions, and chokers

Re-striping to narrow lanes or create chicanes

In-pavement lighted crosswalks

2. Bicycle, Pedestrian, and Equestrian Facilities

a. Bicycle Facilities

The facilities available to bicyclists are categorized as Class I, Class II, or Class III.

Class I bicycle facility: bicycle path physically separated from vehicular traffic

on its own right-of-way.

Class II bicycle facility: designated bicycle lane on a road identified by pave-

ment markings and/or signs.

Class III bicycle facility: bicycle route that shares the roadway with motor ve-

hicle traffic with bicycle route signs posted at intervals.

The City mainly has Class II bicycle facilities, although Class I facilities do exist

mostly in the southeastern area of the City near open space and recreational facili-

ties. Class III shared lanes are available in parts of the City as well. Figure TRA-2

indicates the locations of existing and future bicycle facilities in Chino. There is

currently no formal bicycle plan for the City as a whole, although planned facilities

are those shown in Figure TRA-2. The Preserve and College Park Specific Plans

indicate where bicycle facilities are planned within those areas of the City.

The current network is located throughout the City, with facilities being created as

the College Park and The Preserve Specific Plans are built out. However, in the

northern part of the City, the facilities are less continuous. There are no continu-

ous north-south routes through the entire City. The only continuous east-west

route is the Class II facility along Schaefer Avenue. There are limited bicycle park-

ing facilities currently provided, although bicycle parking spaces are required with

new development.

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Trail in this area to follow

ultimate alignmentof the PreserveUrban Buffer

Potential linkto Crest to Coast

Trail

Link toPrado Park

Potential Chino CreekMulti-Use Trail




F U T U R E B I C Y C L E F A C I L I T I E S

0 0.5 1 Miles

Class I Off-Street Bicycle Facility

Class II or III On-Street Bicycle Facility

Chino City Boundary

County Boundary

Chino Sphere of Influence





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b. Pedestrian Facilities

Chino’s pedestrian network consists of both dedicated trails and the sidewalk net-

work that covers much of the residential and commercial area of the City.

c. Equestrian Facilities

There are two major north-south equestrian tails in Chino: the potential Chino

Creek Multi-Purpose Trail, which runs along the western boundary of the City, and

the Euclid Avenue trail which travels along the City’s eastern edge from the Prado

Equestrian Center and The Preserve to Chino Avenue. There are other, shorter

trails available for horseback riding, some of which are located in private residential

developments. These trails, along with planned equestrian trails, are shown in Fig-

ure TRA-3.

3. Public Transit

Public transit service in and around Chino is provided by five agencies: Omnitrans,

Foothill Transit, Orange County Transportation Authority, Metrolink, and Amtrak.

The Chino Transit Center serves as a "hub" to allow bus riders from various loca-

tions to assemble at a central point to take advantage of express trips or other

route-to-route transfers. The services provided by each, and their plans for the

future, are presented in this section.

a. Omnitrans

Omnitrans is the largest public transit provider in San Bernardino County, serving

over 15 million passengers each year throughout 15 cities and unincorporated areas

including Chino. Omnitrans service in Chino is provided on four fixed routes: the

63, 65, 68, and 83. All routes meet at the Chino Transit Center and connect Chino

to neighboring communities including Montclair, Ontario, Upland, Pomona, and

Chino Hills. Current transit service is sparse in the northwest and rapidly expand-

ing southeast quadrants of the City. Most Chino residents live within a half-mile of

an existing Omnitrans bus stop, although residents in the northwest and southeast

corners of the City are not within typical walking distance of a bus stop.

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Potential Chino CreekMulti-Purpose Trail

Trail in this area to follow the ultimatealignment of the Preserve Urban Buffer

Potential connection toChino Hills State Park




E Q U E S T R I A N T R A I L S

0 0.5 1 Miles

City Master Plan Equestrian Trail

Existing Neighborhood Equestrian Trails

Chino City Boundary

County Boundary

Chino Sphere of Influence





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Omnitrans service in Chino operates every 30 minutes on weekdays and every 60

minutes on weekends. Generally bus service operates from 4:45 a.m. to 10:45 p.m.

on weekdays, and 6:30 a.m. to 7:30 p.m. on weekends (Route 83 operates until 9:45

p.m.).

Omnitrans operates a demand-response transportation system known as Omni-

Link, which provides curb-to-curb service for the general public. The Chino Sen-

ior Center is served by OmniLink vehicles during weekdays from 10:00 a.m. to 1:00

p.m. Reservations are necessary.

b. Foothill Transit

Foothill Transit is a fixed route transit operator in Chino. Foothill Transit serves

the San Gabriel and Pomona Valleys with 35 fixed-route local, express, and rail-

feeder lines and carries over 16 million passengers per year.

Chino is located in the far east side of Foothill Transit’s service area. Only one

Foothill Transit route currently serves the City. Route 497 is a commuter express

line operating between Chino and Los Angeles. The bus line serves both the Chino

Transit Center and the Chino Park & Ride lot, located at Chino Avenue and State

Route 71. In addition to Chino, route 497 serves the City of Industry as well as

Union Station in Los Angeles and USC Medical Center. Route 497 provides the

only direct link to Los Angeles from Chino and operates only during the AM and

PM peak periods. Buses depart Chino Transit Center approximately every 15

minutes between 4:40 a.m. and 7:30 a.m. and return between 4:00 p.m. and 8:00

p.m.

c. Orange County Transportation Authority (OCTA)

The Orange County Transportation Authority (OCTA) is the public sector trans-

portation planning body and transit service provider for Orange County, California.

OCTA operates approximately 80 lines which encompass every city in Orange

County, along with the Los Angeles County communities of Lakewood, La Mirada,

Cerritos, and Long Beach, and with express service to the San Bernardino County

cities of Chino Hills and Chino.

OCTA Route 758 provides Intercounty Express Bus service for commuters travel-

ing from Chino, Chino Hills, Diamond Bar, and Brea to Irvine Spectrum. Route

758 originates at the Chino Transit Center and has limited stops. The bus utilizes

freeway carpool lanes along the 57 and 5 freeways to cut travel time. Service oper-

ates Monday through Friday. Buses depart Chino Transit Center every half hour




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between 5:30 a.m. and 6:00 a.m. and return between 6:50 p.m. and 7:15 p.m. There

are two round trips daily.

d. Metrolink

Metrolink is the regional commuter rail service providing fast and reliable service to

Ventura, San Bernardino, Los Angeles, Riverside, Orange, and San Diego counties.

Service is provided on seven lines on weekdays, two lines on Saturdays, and one

line on Sundays.

While there are no Metrolink stations in Chino, neighboring cities do have stations.

The closest Metrolink line serving Chino is the Riverside line. The Riverside line is

located north of Chino and stops in East Ontario and in downtown Pomona. The

line connects Riverside to Los Angeles at Union Station. The two stations are ap-

proximately seven to ten miles from the Chino Transit Center. Numerous Omni-

trans bus routes serve both stations but there are no direct routes between Chino

and these two stations. Approximately ten weekday runs are provided in each di-

rection on the Riverside line and fares vary by distance traveled.

e. Amtrak

Amtrak provides intercity passenger train service throughout the United States.

While there are no Amtrak stations in Chino, the Ontario Amtrak station and Po-

mona Amtrak station are approximately four and five miles north of Chino. The

Pomona station is used by Metrolink commuter trains, Foothill Transit Buses, and

Amtrak's Sunset Limited, which stops in Pomona on Sundays, Tuesdays, and Fridays.

The Sunset Limited operates three times a week on a schedule connecting Los An-

geles to Arizona, New Mexico, Texas, Louisiana, Mississippi, Alabama, and Florida.

The Ontario Amtrak Station is used by Amtrak California's daily Motorcoach ser-

vice between the San Joaquin trains at Bakersfield and Calexico, with intermediate

stops at Claremont, San Bernardino, Palm Springs, Thousand Palms, Indio, Braw-

ley, and El Centro. The stations are fully wheelchair accessible and have free short-

term parking.

4. Freight Movement

Goods movement activity is related directly to the type and intensity of the sur-

rounding land use. Rail and trucking activity is generally focused in areas where

commodities must be picked up or delivered. That may include industrial areas

with manufacturing, warehousing, truck terminals, and other land uses which utilize

raw materials and generate products. Commercial areas also generate trucking

movements, although to a lesser intensity than highly industrial areas. Rail trips

generally begin or end in industrial locations; however, rail activity may impact resi-




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dential and commercial areas where rail tracks are located. This section identifies

the existing rail system and designated truck routes in the City of Chino.

As industrial development increases in Chino, it will likely result in greater demand

for rail services. Since the main rail lines to the industrial areas cross residential and

commercial neighborhoods, increasing rail service increases the potential for land

use conflicts.

a. Freight Rail System

Union Pacific (UP) operates one rail line in the City of Chino. The UP rail line

enters the northwest portion of the City, between Philadelphia Street and Walnut

Avenue, and extends diagonally to its eastern terminus at Benson Avenue and Chi-

no Avenue. Several shorter lines also branch from the main UP line in the City of

Chino, and extend throughout a small portion of the City bounded by Pipeline

Avenue, Chino Avenue, Central Avenue, and Eucalyptus Avenue.

The UP rail line intersects with 24 streets in the City of Chino. Various mecha-

nisms are used to warn oncoming traffic of a train’s presence in the City of Chino,

including flashing lights, gates, cross bucks, and stop signs. A maximum of two

freight trains travel through each rail line/roadway intersection on a daily basis. Of

these crossings, the one on Central Avenue, just south of Chino Avenue, often

causes delays due to train crossings. At this location, the train tracks are configured

such that trains must cross at that point and then reverse onto the continuing rail

line to proceed through the City. Most other rail crossings in Chino have limited

delays due to the limited number of trains. The existing and future freight rail facil-

ities located in the City of Chino are shown in Figure TRA-4A, and the typical rail-

road right-of-way cross-sections are shown in Figure TRA-4B.

b. Truck Routes

The City of Chino has adopted a series of truck routes, as illustrated in Figure

TRA-5. The purpose of the truck route system is to identify the most appropriate

routes for “through” trucks, as well as extra large trucks, in the City. Truck routes

also inform truck drivers of the allowable routes to take, and help to avoid intru-

sion of non-local truck movements into areas of the City where they would not be

desired, such as residential districts and sensitive land uses such as schools, senior

centers, hospitals and day care centers. By State law, trucks are allowed to use any

arterial roadway to access a destination for purposes of doing business along that

roadway. However, a truck that is merely “passing through” may be restricted to

certain designated routes. A “through” truck trip is defined as a truck trip that uses

a roadway facility to get from one roadway or freeway to another without stopping




TRA-18

along its route for purposes of doing business. For example, in Chino, a through

truck trip could occur from State Route 71 to Euclid Avenue via a number of east-

west streets, or in the north-south direction from State Route 60 to State Route 71

along several streets. Many of the current truck trips in the City are made for pur-

poses of doing business in the City (the truck stops along the way to deliver or pick

up goods), but there are also other truck trips that are non-local “through” trips.

The State of California Vehicle Code states that cities may post truck-restricted

routes, or alternatively, truck designated routes, for trucks of certain weight classifi-

cations. Other types of truck restrictions may apply in selected areas such as bridg-

es or roadway segments that are not designed to handle trucks of a certain height or

weight. Those restrictions would be in addition to the limitation on general

through-truck travel.

LEGEND

Existing Rail Line

Ultimate Master Plan

EAST

EN

DAV

E

Existing Rail Line to be Abandoned

E X I S T I N G A N D F U T U R E F R E I G H T R A I L F A C I L I T I E S

F I G U R E T R A - 4 A

PIPE

LIN

EAV

E

MO

NT

ETSI

VA

AVE

CEN

TR

AL

AVE

MO

UN

TAIN

AVE

EUC

LID

AVE

HEL

LMA

NE

VA

FRANCIS AVE

WALNUT AVE

RIVERSIDE DR

PHILADELPHIA ST

CHINO AVE

SCHAEFER AVE

CHINO HILLS PKY

EUCALYPTUS AVE

MERRILL AVE

KIMBALL AVE

BICKMORE AVE

PINE AVE

CHINO-CORONA RD

EL PRADO RD

PHILLIPS BLVD

60

83

83

CITY OF CHINO

GRAND AVE

RA

MO

NA

AVE

SAN

AN

TON

IOAV

E

FER

NAV

E

CY

PRES

SAV

E

MA

GN

OLI

AAV

E

SK

AO

AVE

YOR

BAAV

E

NO

RTO

NAV

E

12T

HAV

E

TEL

EPH

ON

EAV

E

ROSW

ELL

AVE

PIPE

LIN

EAV

E

NO

RTO

NAV

E

RA

MO

NA

AVE

YOR

BAAV

E

MO

NT

ETSI

VA

AVE

TEL

EPH

ON

EAV

E

CEN

TR

AL

AVE

NO

NRE

VAV

E

BEN

SON

AVE

EDISON AVEE

VANI

ATN

UO

M

EVA

AI LO

NG

AM

EVA

SK

AO

COLLEGEPK AVE




112

14

6045 15

Double Track

Drill Track SupportTrackPublic Drainge

Easement

15

30 15

15

45

4’8”

40 40 1210

13 12 12 12 12 12 12 13

12 20

166

Double Track

Single Track

Drill Track

SupportTrack

Public DrainageEasement

Drill Track

Public DrainageEasement

Right-of-Way Right-of-Way

Right-of-Way

Right-of-Way Right-of-Way

Right-of-Way

F I G U R E T R A - 4 B

T y p i c a l R a i l R o a D R i g h T - o f - W a y S e c T i o n

c i T y o f c h i n og e n e R a l p l a n

T R A n s p o R T A T I o n E l E m E n T

LEGEND

City of Chino Truck Route

State Truck Route

Source: City of Chino Municipal Code, 2009.

Large (38/40) Truck Route

T R U C K R O U T E M A P


EVA

ENI LEPI P

EVA

ATSIV

ET

NO

M

CEN

TR

AL

AVE

EVA

NIAT

NU

OM

EUC

LID

AVE

EVA

NA

MLLEH

FRANCIS AVE

WALNUT AVE

RIVERSIDE DR

PHILADELPHIA ST

CHINO AVE

SCHAEFER AVE

CHINO HILLS PKY

EUCALYPTUS AVE

MERRILL AVE

KIMBALL AVE

BICKMORE AVE

PINE AVE

EL PRADO RD

PHILLIPS BLVD

60

83

CITY OF CHINO

GRAND AVE

RA

MO

NA

AVE

EVA

OIN

OTN

AN

AS

FER

NAV

E

CY

PRES

SAV

E

EVA

AI LO

NG

AM

EVA

SK

AO

12T

HAV

E

ROSW

ELL

AVE

EVA

ENI LEPI P N

ORT

ON

AVE

RA

MO

NA

AVE

YOR

BAAV

E

EVA

ATSIV

ET

NO

M TEL

EPH

ON

EAV

E

CEN

TR

AL

AVE

VER

NO

NAV

E

BEN

SON

AVE

EDISON AVE

EAST

EN

DAV

E

WA

LKER

AVE

CA

RPE

NT

ERAV

E

EVA

NIAT

NU

OM

EVA

AI LO

NG

AM

EVA

SK

AO

COLLEGEPK AVE

EVA

NIAT

NU

OM

SAN

EVA

NREF

EVA

OIN

OTN

A

CY

PRES

SE

VA

WEH

YAM

PO

OLE

VRESERP.

W

PO

OLE

VRESERP. E

DRA

NOR

OC-

ONI

HC

TSNI

AM

83

71

71

Adjacent Agency Truck Route

CHINO-CORONA RD




C i t y o f C H i n oG e n e r a l P l a n

T r a n s p o r T a T i o n E l E m E n T

t r u C k r o u t e M a P

F i G U r E T r a - 5

n o r t H




TRA-22

Several factors affecting goods movement will continue to see change in the near

future. Agricultural uses have been replaced with industrial warehouse uses. The

industrial warehouse development in the southwestern portion of Chino, together

with access to State Route 71, may result in continued increases in volume and

changes in truck travel patterns.

To accommodate and facilitate truck travel while controlling impacts on non-truck

generating land uses, unique truck facilities are necessary. Specifically, through

truck routes must be designated on major routes (expressways or large primary

arterials) to provide access to the industrial areas and through the City. These

routes should be separate to the extent possible from residential, commercial, and

public land uses. These routes should be constructed to support vehicles weighing

10,000 or more pounds. Local truck routes are typically designated on major arte-

rials, allowing trucks weighing more than 10,000 pounds to access commercial and

industrial areas.

A significant number of individual truck owners/operators reside in Chino. Some

of the independent truck operators desire to park their vehicles on residential

streets adjacent to their homes throughout the City. In response, the City has de-

veloped parking regulations that limit the locations where trucks may park over-

night to designated and signed truck routes unless restricted by code.

The City of Chino truck route system includes the following categories of routes:

City of Chino Truck Routes

State Truck Routes

Large (38/40) Truck Routes

Chino truck routes are located primarily on east-west oriented roadways, including

Riverside Drive, portions of Schaefer Avenue, Edison Avenue, Eucalyptus Avenue,

Chino Hills Parkway, Merrill Avenue, Pine Avenue, Bickmore Avenue, El Prado

Road, and Kimball Avenue. Several of those routes provide a continuous truck

route connection from State Route 71 to Euclid Avenue through the City of Chino.

All of the north-south oriented truck routes are intentionally discontinuous because

the City does not wish to facilitate “cut-through” routes for trucks to and from

State Route 60; two sufficient north-south routes are already provided by Euclid

Avenue and State Route 71. The north-south discontinuous routes include por-

tions of East End Avenue, Pipeline Avenue, Ramona Avenue, Monte Vista Ave-

nue, Central Avenue, Mountain Avenue, Mayhew, Walker Avenue, Hellman Ave-

nue, and Carpenter Avenue.




TRA-23

As shown on Figure TRA-5, while only small portions of State Route 71 are actual-

ly located within the City of Chino, it serves the City and provides regional through

access for trucks. Thus, there are good north-south (Euclid Avenue and State

Route 71), as well as east-west (State Route 60) access routes for through trucks in

the City of Chino.

5. Airport

Chino Airport (CNO), formerly known as Cal Aero Field, is a county-owned pub-

lic-use airport located east of Euclid Avenue (State Route 83), between Merrill Av-

enue and Kimball Avenue. Chino Airport has three runways and is classified as a

general aviation reliever airport due to its proximity to LA/Ontario Airport and

John Wayne Airport. Chino Airport serves private, business, and corporate tenants

and customers from the Inland Empire. Operations are expected to grow from a

projected 243,523 takeoffs and landings in 2015 to a projected 260,448 takeoffs and

landings in 2025. Some runway expansions are planned, for both safety improve-

ments and to allow a larger range of aircraft to use the airport.

B. Roadway Classifications, Standards, and Improvements

The City of Chino groups its streets and highways into six functional classifications

according to the number of lanes and the type of service the roadway is intended to

provide. Roadway functional classifications are used to describe the function and

character of streets and highways. Different types of streets are intended to handle

different types of traffic associated with different modes of travel, including autos,

cyclists, pedestrians, and transit. Auto trips are channeled through a hierarchical

system that progresses from a lower classification handling short, locally-oriented

trips to higher classifications that connect regional and inter-regional traffic genera-

tors, handling longer trips. The roadway classification system is used to generally

describe the total volume of auto traffic on a roadway, as well as the auto trip

length, trip type, local access (number and type of curb cuts and driveway access),

posted speeds, parking, median type, traffic control, and other characteristics.

The paragraphs below describe the general characteristics of each of the seven

functional street classifications in the City of Chino. They are listed in order of

volume, from highest to lowest.

Freeway: A freeway is an access-controlled, divided highway, with two or

more lanes in each direction. Freeways are designed for high speed inter-city

travel.




TRA-24

Expressway: An expressway is a divided high-flow arterial street with three or

more lanes in each direction. Typical right-of-way width is 206 feet. Express-

ways may be separated by a median and may have a bicycle lane/trail and/or

an equestrian trail.

Major Arterial: A major arterial is a divided roadway with six to eight through

lanes. Major arterials serve major activity centers within the City, carry the ma-

jority of intra-city trips, and provide access to high volume corridors, such as

freeways. Public transportation is usually most prominent along the major ar-

terial system. Major arterials may be divided by a median and may have a bicy-

cle lane/trail and/or an equestrian trail. Typical right-of-way width ranges be-

tween 120 feet and 134 feet, and curb-to-curb width ranges from 100 feet to

114 feet.

Primary Arterial: A primary arterial is a roadway with four through lanes.

Primary arterials may be separated by a median, and may have a bicycle

lane/trail and/or an equestrian trial. The typical right-of-way width is 98 feet,

and the curb-to-curb width is 74 feet. Parking is prohibited on primary arteri-

al roadways.

Secondary Arterial: A secondary arterial is an undivided roadway with four

through lanes. Typical right-of-way width is approximately 88 feet, and curb-

to-curb width is 64 feet. Secondary arterials may have a bicycle lane/trail

and/or an equestrian trail. Parking is allowed on secondary arterial roadways.

Collector: A collector street is a two lane undivided roadway with the primary

function of collecting and distributing local traffic. Typical right-of-way width

ranges between 60 feet and 88 feet. Collector streets may be further broken

down into three subcategories according to adjacent land use:

Urban Residential Collector

Rural Collector

Urban Industrial Collector

Local Street: A local street is a two lane undivided roadway. Local streets are

primarily used to gain access to and from adjacent properties. The minimum

right-of-way width for local streets is 60 feet.

A map of the existing functional roadway classification system in the City of Chino

is provided in Figure TRA-6. Sample cross-sections of the roadway types, except

for Freeways, over which Chino has no jurisdiction, are shown in Figures TRA-7A,

B, C, D, and E




TRA-25

Not all roadways are currently built out to the functional street classifications, and

changes associated with the buildout process are discussed below in Changes to the

Transportation Network. The Majestic Spectrum, East Chino, Eucalyptus Business

Park, College Park and The Preserve Specific Plans may have roadway functional

classifications that vary from the figure provided; refer to the individual plans for

more information. A description of the ultimate buildout of each arterial roadway

is provided in Table TRA-5A and 5B, and a map of the future number of lanes is

provided in Figure TRA-8.

As this General Plan is implemented, the City will undertake a significant number

of changes to the roadway network. As these changes are undertaken, the City will

add auto travel lanes, develop new signals, and widen intersections. The City will

also develop a hierarchy of pedestrian and

Secondary

Primary

Expressway

Freeway

Urban Residential Collector

LEGEND

Sphere of Influence

Major

Rural Collector

Urban Industrial Collector

Note: Some Specific Plans for areas within the City ofChino have special roadway classifications. A map ofSpecific Plan areas is provided in the Appendix. Referto each individual Specific Plan for a complete list ofspecial roadway classifications.

WALNUT AVE

60

PIPE

LIN

EAV

E

RA

MO

NA

AVE

EVA

ATSIV

ET

NO

M

CEN

TR

AL

AVE

EUC

LID

AVE

CHINO HILLS PKY

KIMBALL AVE

PINE AVE

CHINO-CORONA RD

EL PRADO

RD

83

83

CITY OF CHINO

GRAND AVE

YOR

BAAV

E

NO

RTO

NAV

E

TEL

EPH

ON

EAV

E

ROSW

ELL

AVE E

VAE

NI LEPI P NO

RTO

NAV

E

RA

MO

NA

AVE

YOR

BAAV

E

MO

NT

EV

ISTA

AVE

TEL

EPH

ON

EAV

E

CEN

TR

AL

AVE E

VAN

ON

REV BE

NSO

NAV

E

FRANCIS AVE

PHILADELPHIA ST

PHILLIPS BLVD

EVA

NIAT

NU

OM

EVA

OIN

OTN

AN

AS

FER

NAV

E

CY

PRES

SAV

E

EVA

AI LO

NG

AMO

AK

SAV

E

RIVERSIDE DR

CHINO AVE

SCHAEFER AVE

EDISON AVE

EUCALYPTUS AVE

MERRILL AVE

EVA

NA

MLLEH

EAST

EN

DAV

E

RES

ERVO

IR S

T

BICKMORE AVE

EVA

NIAT

NU

OM

EVA

SK

AO

COLLEGE

PK AVE

WEH

YAM

ESU

OH

WO

DAE

M

RIN

CO

N

SW

OD

AEM

DR

KEER

C LLIM

EVA

REKL

AW

REMINGTON ST

TSNI

AM

*

* Potential Alternative Hellman Avenue AlignmentN O R T H

R O A D W A Y C L A S S I F I C AT I O N


R O A D W A Y C L A S S I F I C AT I O N




112

1449 49 1210

13 12 12 12 12 12 12 13

12 20

166

64’52’15’ 52’ 23’

168’

206’

19’13’10’14’12’12’14’14’12’12’14’10’12’

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

5’

F I G U R E T R A - 7 A

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

c i t y o f c H i n oG e n e r a l P l a n

T R A n s p o R T A T I o n E l E m E n T

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

Major arterial (expressway): typical 8 laneProvides 8 traffic lanes and a wide median without parking

Traffic Lane

Traffic Lane

Curb Lane

Curb Lane

Traffic Lane

Traffic Lane

Sidewalk/Parkway*

Building Setback

from Curb

Sidewalk/Parkway*

Building Setback

from Curb

Landscape Easement

Traffic Lane

Traffic Lane

Parkway*Shared Sidewalk/

Bike Path

Median

14’

14’ 12’ 12’ 12’ 12’ 12’ 12’

50’50’ 10’10’

14’

114’

134’

12’5’ 5’12’14’ 14’12’ 12’

14’43’ 43’10’ 10’

100’

120’

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

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

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

Sidewalk/Parkway*

Sidewalk/Parkway*

MedianCurb Lane

Curb Lane

Traffic Lane

Traffic Lane

Traffic Lane

Traffic Lane

Traffic Lane

Traffic Lane

Sidewalk/Parkway*

MedianBikeLane*

Curb Lane

Traffic Lane

Traffic Lane

Curb Lane

BikeLane*

Sidewalk/Parkway*

Traffic Lane

Traffic Lane

C i t y o f C H i n oG e n e r A L P L A n

T r a n S P o r T a T i o n E l E m E n T

S t r e e t C r o S S - S e C t i o n S

F i G U r E T r a - 7 B

14’

64 1212

128 812 12 12

88

30’ 30’

12’12’ 13’ 5’5’ 13’

12’12’

74’

98’

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

Secondary ArterialProvides 4 traffic lanes with parking


Sidewalk/Parkway*

MedianBikeLane*

Curb Lane

Traffic Lane

Traffic Lane

Curb Lane

BikeLane*

Sidewalk/Parkway*

Sidewalk/Parkway*

Parking Traffic Lane

Parking Sidewalk/Parkway*

Traffic Lane

Traffic Lane

Traffic Lane

C i T y o f C H i n oG e n e r A L P L A n


S T r e e T C r o S S - S e C T i o n S

F i G U r E T r a - 7 C

12’

40’10’ 10’

60’

8’ 8’12’

40’10’10’4’ 4’10’ 10’

12’8’ 8’12’

88’

44’ 11’11’

22’ 22’

66’

Urban Residential/Rural CollectorProvides 2 traffic lanes with parking and shared bicycle access

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

Urban Industrial CollectorProvides 2 traffic lanes


Traffic Lane

Traffic Lane

Parking Parking Sidewalk/Parkway*

Sidewalk/Parkway*

Traffic Lane

Traffic Lane

Sidewalk/Parkway*

Sidewalk/Parkway*

Traffic Lane

Traffic Lane

Parking ParkingSidewalk/Parkway*

Sidewalk/Parkway*

EquestrianTrail

EquestrianTrail

Parkway Parkway

C I T y o f C H I n oG E n E R a l P l a n


S T R E E T C R o S S - S E C T I o n S

F i G U r E T r a - 7 D

18’

36’12’ 12’

60’

18’

Local StreetProvides 2 traffic lanes

Traffic Lane

Traffic Lane

Sidewalk/Parkway*

Sidewalk/Parkway*

F I G U R E T R A - 7 E

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


c i t y o f c H i n oG e n e r a L P L a n

T R A n S P o R T A T I o n E l E m E n T


D R A F T G E N E R A L P L A N


TRA-32

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

Roadway Segment No. of Lanes

Total R-O-W*

Curb-to-Curb*

Street Classification

Notes (see Legend)

Reservoir Street

Phillips Blvd to Francis Ave (in LA Co)

4 100 74 PA LM

Francis Ave to Philadelphia St 4 100 74 PA LM

Philadelphia St to State Route 60 6 110 90 MA LM

State Route 60 to Riverside Dr 6 110 90 MA LM

Riverside Dr to Chino Ave 4 100 74 PA LM

East End Avenue

Phillips Blvd to Francis Ave 4 88 64 SA B

Francis Ave to Philadelphia St 4 88 64 SA B

Philadelphia St to State Route 60 4 88 64 SA B

State Route 60 to Riverside Dr 4 88 64 SA B

Riverside Dr to Chino Ave 4 88 64 SA B

Chino Ave to Schaefer Ave 4 88 64 SA B

Pipeline Avenue

Phillips Blvd- to Francis Ave 4 88 64 SA B


Philadelphia St to Walnut Ave 4 88 64 SA B

Walnut Ave to Riverside Dr 4 88 64 SA B



Schaefer Ave to Edison Ave/Grand Ave

4 88 64 SA B

Edison/Grand Ave to Eucalyptus Ave (east)

4 88 64 SA B

Eucalyptus Ave to San Antonio Creek 4 88a 64 SA B

San Antonio Creek to Eucalyptus Ave (west)

4 88 64 SA B




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

TRA-33


Total R-O-W*

Curb-to-Curb*


Notes (see Legend)

Ramona Avenue

Phillips Blvd to Francis Ave 4 100 74 PA PM

Francis Ave to Philadelphia St 4 100 74 PA PM

Philadelphia St to State Route 60 4 100 74 PA PM

State Route 60 to Walnut Ave 4 88 64 SA PM

Walnut Ave to Riverside Dr 4 88 64 PA PM

Riverside Dr to Chino Ave 4 100 74 PA PM

Chino Ave to Schaefer Ave 4 100 74 PA PM

Schaefer Ave to Edison Ave 4 100 74 PA PM

Edison/Grand Ave to Eucalyptus Ave 6 108 84 MA LMb

Eucalyptus Ave to Corporate Center Ave

6 108 84 MA LM

Corporate Center Ave to Chino Hills Pkwy

6 108 84 MA LM

Monte Vista Avenue



Philadelphia Ave to Walnut Ave 2 88 64 SA B




Schaefer Ave to Edison Ave 4 88 64 SA B

Edison Ave to Eucalyptus Ave 4 88 64 SA B

Eucalyptus Ave to Chino Hills Pkwy 4 88 64 SA B

Central Avenue

Phillips Blvd to Francis Ave 6 110 90 MA LM

Francis Ave to Philadelphia St 8 132 112 MA LM

Philadelphia St to State Route 60 8 132 112 MA LM


P U B L I C R E V I E W D R A F T G E N E R A L P L A N



TRA-34


Total R-O-W*

Curb-to-Curb*


Notes (see Legend)

State Route 60 to Walnut Ave 8 132 112 MA LM

Walnut Ave to Riverside Dr 8 132 112 MA LM

Riverside Dr to Chino Ave 6 110 90 MA LM

Chino Ave to Schaefer Ave 6 110 90 MA

Schaefer Ave to Edison Ave 6 110 90 MA

Edison Ave to Eucalyptus Ave 6 110 90 MA B

Eucalyptus Ave to Chino Hills Pkwy 6 110 90 MA B

Chino Hills Parkway to South City Limits

6 110 90 MA B

Benson Avenue



Philadelphia St to State Route 60 4 100 74 PA B

State Route 60 to Walnut Ave 4 88 64 SA B




Schaefer Ave to Edison Ave 4 88 64 SA B

Mountain Avenue

Philadelphia St to Walnut Ave 6 110 90 MA

Walnut Ave to Riverside Dr 6 110 90 MA

Riverside Dr to Chino Ave 4 100 74 PA

Chino Ave to Schaefer Ave 4 100 74 PA

Schaefer Ave to Edison Ave 4 100 74 PA

San Antonio Avenue

Philadelphia St to State Route 60 4 88 64 SA

State Route 60 to Walnut Ave 4 88 64 SA





TRA-35


Total R-O-W*

Curb-to-Curb*


Notes (see Legend)

Fern Avenue


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

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

El Prado Road

Central Ave to South City Limits 4 88 64 SA

Euclid Avenue (State Route 83)

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

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

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

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

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

Kimball Ave to State Route 71 8 200 EX LM, B

Legend: *ROW and curb widths are in feet. B-Bicycle Trail Lane EX-Expressway E- Equestrian Trail MA-Major Arterial EBPSP-Eucalyptus Business Park Specific Plan PA-Primary Arterial ECSP-East Chino Specific Plan SA-Secondary Arterial MSSP-Majestic Spectrum Specific Plan LM-Landscape Median PM-Painted Median a R-O-W widths do not include equestrian trail requirements. b Painted medians at selected mid-block locations per Majestic Spectrum Specific Plan




TRA-36

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


Total R-O-W*

Curb- to-Curb*


Notes (See Leg-

end)

Phillips Boulevard

Reservoir Ave to Ramona Avenue 4 88 64 SA

Ramona Avenue to Central Avenue 4 88 64 SA

Central Avenue to East City Limits 4 88 64 SA

Francis Avenue

San Bernardino Co Line to East End Ave 4 88 64 SA

East End Ave to Ramona Ave 4 88 64 SA B

Ramona Ave to Monte Vista Ave 4 88 64 SA B

Monte Vista Ave to Telephone Ave 4 88 64 SA B

Telephone Ave to Central Ave 4 88 64 SA B

Central Ave to East City Limits 4 88 64 SA B

Philadelphia Street

Reservoir St to Pipeline Ave 4 88 64 SA B

Pipeline Ave to Ramona Ave 4 88 64 SA B


Monte Vista Ave to Central Ave 4 88b 64 SA B, LM

Central Ave to Benson Ave 6 122 102 MA B, LM

Benson Ave to East City Limits 4 88 64 SA B

Walnut Avenue

Roswell Ave to Pipeline Ave 2 88 64 SA B

Pipeline Ave to Ramona Ave 2 88 64 SA B


Monte Vista Ave to East of Central Ave 2-4 88 64 SA B

East of Central Ave to Tenth St 2-4 88 64 SA B

Tenth St to Benson Ave 4 88 64 SA B

Benson Ave to Mountain Ave 2 88 64 SA B

Mountain Ave to San Antonio Ave 4 88 64 SA B




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

TRA-37


Total R-O-W*

Curb- to-Curb*


Notes (See Leg-

end)

San Antonio Ave to East City Limits 4 88 64 SA B

Riverside Drive

State Route 71 to Pipeline Ave 6 110 90 MA LM

Pipeline Ave to Ramona Ave 6 110 90 MA LM

Ramona Ave to Monte Vista Ave 6 110 90 MA LM

Monte Vista Ave to Central Ave 6 110e 90 MA LM

Central Ave to Benson Ave 6 110 90 MA LM

Benson Ave to Magnolia Ave 6 110 90 MA LM

Magnolia Ave to Mountain Ave 6 110 90 MA LM

Mountain Ave to San Antonio Ave 6 110 90 MA LM

San Antonio Ave to Fern Ave 6 110 90 MA LM

Fern Ave to Euclid Ave 6 110 80 PA

Chino Avenue

State Route 71 to East End Ave 6 122 102 MA B

East End Ave to Pipeline Ave 4 100 70 PA B

Pipeline Ave to Central Ave 4 88e 64 SA B

Central Ave to Mountain Ave 4 88 64 SA B

Mountain Ave to Cypress Channel 4 88 64 SA B

Cypress Channel to Euclid Ave 4 88 64 SA B

Schaefer Avenue

East End Ave to Rowell Ave 4 100 74 PA B

Rosewell Ave to Pipeline Ave 4 100 74 PA B

Pipeline Ave to Ramona Ave 4 100 74 PA B

Ramona Ave to Monte Vista Ave 4 100 74 PA B

Monte Vista Ave to Central Ave 4 100 74 PA B

Central Ave to Benson Ave 6 122 102 MA B

Benson Ave to Mountain Ave 4 100a 74 PA B, E





TRA-38


Total R-O-W*

Curb- to-Curb*


Notes (See Leg-

end)

Mountain Ave to San Antonio Ave 4 100 64 PA B

San Antonio Ave to Fern Ave 4 100 64 PA B

Fern Ave to Euclid Ave 4 106 72 PA B, LM

Edison Avenue /Grand Avenueg

State Route 71 to Pipeline Ave 8 132 112 MA LM

Pipeline Ave to Norton Ave 6 108 84 MA LM

Norton Ave to Ramona Ave 6 108 84 MA LM

Ramona Ave to Yorba Ave 6 108 84 MA LM

Yorba Ave to Monte Vista Ave 6 108 84 MA LM

Monte Vista to Central Ave 6 110d 90 MA LM

Central Ave to Twelfth St 6 110 90 MA LM

Twelfth St to Benson Ave 6 110 90 MA LM

Benson Ave to Mountain Ave 6 110c 84 MA LM, B

Mountain Ave to Cypress Ave 6 110a,c 84 MA LM, B, E

Cypress Ave to San Antonio Ave 6 110 84 MA LM

San Antonio Ave to Euclid Ave (SR-83) 6 110 84 MA LM

Eucalyptus Avenue

Pipeline Ave to Ramona Avenue 4 96 84 PA B

Ramona Ave to Yorba Ave 4 88 64 SA B

Yorba Ave to Monte Vista Ave 4 88 64 SA B

Monte Vista Avenue to Central Ave 4 88 64 PA B

Mountain Ave to Euclid Ave 4 88 64 PA B

Chino Hills Pkwyg

State Route 71 to Ramona Ave 8 132 108 MA PM

Ramona Ave to 600 feet e/o Ramona Ave 6 108 84 MA PM

600 feet e/o Ramona Ave to Monte Vista Ave

4 88-98f 74-84 PA EBSP, PM

Monte Vista to Telephone Ave 6 88-98f 74-84 MA EBSP, PM, B





TRA-39


Total R-O-W*

Curb- to-Curb*


Notes (See Leg-

end) Telephone Ave to 600 feet w/o Central Ave

6 88-98f 74-84 MA EBSP, PM, B

600 feet w/o Central Ave to Central Ave 6 108 84 MA EBSP, PM, B

Merill Avenue

Euclid Ave to Carpenter Ave 4 88 64 SA

Kimball Avenue

El Prado Rd to Euclid Ave 4 88 64 SA

Euclid Ave to Hellman Avenue 4 104a 92 PA PSP, LM, E

Pine Avenue

West City Limits to Euclid Ave 4 78c 64 PA B

Euclid Ave to Hellman Avenue 6 136a,c 111 MA PSP, LM, B, E

Legend: *ROW and curb widths are in feet. B – Bicycle Trail Lane EX – Expressway E – Equestrian Trail PSP – Preserve Specific Plan MA – Major Arterial PA – Primary Arterial SA– Secondary Arterial LM– Landscape Median PM – Painted Median a ROW do not include equestrian trail requirements. (See Figure TRA-3 for trail locations and Appendix C for R-O-W requirements.) b Raised median from Bridger Avenue to Central Avenue, curb-to-curb 72 feet c ROW widths do not include Class I bicycle trails. d Edison Easement to Central Avenue, R-O-W 122 feet and curb-to-curb 102 feet. e Downtown Master Plan for Riverside Drive and Chino Avenue R-O-W may take precedence. f North sides of Chino Hills Pkwy from 600 feet east of Ramona to 600 feet west of Central add 4feet of R-O-W for potential widening from 4 to 6 lanes. g Grand Avenue and Chino Hills Parkway have six lanes in the City of Chino Hills.

4 Lanes

6 Lanes

Freeway

LEGEND

Sphere of Influence

8 Lanes

2 Lanes

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T R A N S P O R TA T I O N E L E M E N T






TRA-41

bicycle trails, with the goal of creating pedestrian, bicycle and equestrian trails that

are separated from automobiles in most cases. These changes are reflected in the

functional roadway classification map, Figure TRA-5. As improvements are con-

structed, they will be reviewed for consistency with other forms of transportation,

including cycling, walking, and transit use, to ensure the transportation system

works for all users. Development of the new roadways included in Figure TRA-6

is expected to cost approximately $103 million (in 2005 dollars). There are several

possible funding sources for these new roadways:

Development impact fees.

San Bernardino County Measure I, the county half-cent sales tax for transpor-

tation.

State Transportation Improvement Program (STIP).

C. Goals, Objectives, Policies, and Actions

Goal TRA-1 A roadway system that meets the needs of Chi-

no’s residents and visitors, provides safe, con-

venient, and efficient travel in, around, and

through the City, and preserves and/or en-

hances the City’s distinctive qualities.

Objective TRA-1.1 Develop and maintain a street network

that meets Chino’s needs and responds to new development.

Policies

P1. The City should consider deviating from the standard street cross-

sections when improving arterials in existing neighborhoods with

extremely limited expansion and widening opportunities. Bicycle

lanes should only be eliminated if they are replaced with parallel fa-

cilities on neighboring streets with equivalent or better connectivity

and safety for bicyclists.




TRA-42

P2. When roadway widening will take place after a development pro-

ject is completed, the City shall require the developer to dedicate

the ultimate right-of-way for future widening along the front of the

subject property and deposit an in-lieu fee of their fair share of the

cost of the future improvements into an account to be held by the

City for said improvements.

P3. Through the development review process, the City shall ensure

that new developments consider location, roadway width, existing

driveways, and surrounding development in order to minimize the

impacts of new development on surrounding neighborhoods.

P4. Through the development review process, the City shall limit the

number of access points along all major arterials, continue to con-

trol access points through construction of median turn lanes and

island curb cuts, and reduce and consolidate the current number of

access points along major arterials.

P5. The City shall require all new development to mitigate traffic im-

pacts identified by a City-mandated traffic study or as required by

the Congestion Management Plan (CMP).

P6. Require a City traffic study to be prepared for projects that are in-

consistent with the General Plan Land Use Element, and/or gen-

erate more than 50 two-way peak hour trips to one intersection.

This includes projects such as those with: 100 or more residential

units, 25,000 or more square feet of office space, 1,000 or more

square feet of retail, or 100,000 or more square feet of industrial.

P7. The City shall undertake road-widening projects only when they

are feasible on a significant length of roadway, while still requiring

necessary dedications on an on-going basis.

P8. The City shall ensure that construction of all transportation facili-

ties is fully funded, or in the case of facilities that are funded

through Development Impact Fees, the fair share is paid, by the

development creating the need.

P9. The City shall assess fees to construct and install traffic signals,

bridges, streets, or other off-site auto network improvements to




TRA-43

serve proposed development. Fees shall be set based on the pro-

portion of the need or benefit occurring to the project. When de-

termining appropriate transportation improvements, the City shall

consider bicycle, pedestrian, and transit improvements.

P10. The City shall evaluate the adequacy of handicapped parking provi-

sion, and compliance with Americans with Disabilities Act (ADA)

requirements, in review of all proposed new development and re-

development projects in Chino.

P11. The City shall prioritize the improvement and widening of saw-

tooth roads and intersections that currently exist.

Actions

A1. Develop and implement a prioritization and phasing program for

new and improved roadway facilities based on existing facilities,

planned facilities, and funding.

A2. Conduct a study of the standard cross-sections used for roadways

to determine whether there are appropriate locations in the City

for a narrower auto travel lanes, reduced median widths, expanded

bicycle and pedestrian facilities, and/or reduced on-street parking

requirements; this study should also consider situations where

there is not sufficient right-of-way to build or widen a street con-

sistent with the standard section, and should consider the relation-

ship of the roadway to adjacent properties to ensure compatibility

to the greatest extent possible.

Objective TRA-1.2 Adopt and enforce level of service stand-

ards that provide safe and efficient transportation for Chino’s res-

idents and workers.

Policies

P1. The City shall achieve an average LOS D or better at intersections

and along roadway segments while also prioritizing pedestrian safe-

ty near schools, parks, and other public destinations. This average

shall be demonstrated to the satisfaction of the Director of Public

Works.




TRA-44

P2. Implement the San Bernardino Associated Governments

(SANBAG) Congestion Management Program Guidelines for

Traffic Impact Analysis reports.

Actions

A1. Conduct a signal timing study for all intersections with LOS E and

F. Coordinate and implement study recommendations with adja-

cent jurisdictions as well as California Department of Transporta-

tion (Caltrans), if applicable.

Objective TRA-1.3 Minimize the impact on residential areas

from through traffic and high travel speeds.

Policies

P1. Make reasonable efforts to stabilize and maintain traffic volumes

below 1,800 vehicles per day on local residential streets. The City

shall provide adequate capacity to the extent possible on major and

collector streets to prevent cut-through traffic onto neighborhood

streets.

P2. The City shall utilize traffic calming strategies for residential areas

to minimize through traffic and high travel speeds, while also im-

proving the bike and pedestrian travel conditions and safety.

P3. The City shall ensure that traffic calming measures will not com-

promise overall connectivity of the auto network or impede access

and connectivity for pedestrians, cyclists, and persons with mobili-

ty limitations.

P4. The City shall design each arterial with sufficient capacity to ac-

commodate anticipated traffic based on intensity of existing and

planned land use, without providing excess capacity to encourage

additional non-local cut-through traffic on City streets.

Actions

A1. Establish criteria for which developments will be allowed to con-

struct private streets.




TRA-45

A2. Develop a program to identify residential areas that could benefit

from traffic calming, and work with residents to implement ap-

proved traffic calming devices, as funding is available.

A3. The City shall review street standards and update them to address

emergency vehicle access while maintaining and enhancing walka-

bility and urban design character.

A4. Identify possible funding sources for traffic calming treatments, in-

cluding grants to investigate the feasibility of establishing a residen-

tial assessment district to allow residents to participate in funding

construction of traffic calming treatments in their neighborhood.

Goal TRA-2 Continue to integrate Chino into the broader

regional street network and transportation sys-

tem.

Objective TRA-2.1 Participate in regional transportation

planning.

Policies

P1. The City shall coordinate with Caltrans to balance level of service

on freeway ramps with coordination of arterial street traffic signal

timing to prevent queuing on Chino streets.

P2. The City shall take an active participatory role in coordinated

transportation planning with the County of San Bernardino, Cal-

trans, SANBAG, Southern California Association of Governments

(SCAG), and surrounding jurisdictions.

P3. The City shall coordinate with State agencies regarding landscaping

plans for right-of-way and on-/off-ramp landscaping.

P4. The City shall coordinate street development standards with adja-

cent jurisdictions.




TRA-46

Goal TRA-3 Freight transportation that provides efficient

service to businesses and industry while limit-

ing impacts to residents and visitors.

Objective TRA-3.1 Support businesses in Chino that depend

on trucking while also limiting impacts of trucking to the road-

way system.

Policies

P1. The City shall limit land uses with a significant reliance on trucks

to parcels fronting designated truck routes, in industrial areas, or

within a ¼ mile driving distance of freeways.

P2. The City shall discourage new parks, schools, day care centers, and

major pedestrian uses from being sited on designated truck routes.

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

P4. The City shall continue to work with the State and neighboring cit-

ies to implement the truck routes shown in Figure TRA-5.

P5. The City shall encourage existing businesses to ensure that they re-

quire adherence to City truck routes in the conduct of their busi-

ness.

Actions

A1. Develop a truck loading policy for new development that ensures

new truck-dependent businesses limit their impact on neighbor-

hoods and business districts.

A2. Review on-street truck parking needs to determine appropriate and

inappropriate locations for on-street truck parking. Areas deemed

inappropriate shall be designated with “No Truck Parking” or “No

Stopping” signs.




TRA-47

Objective TRA-3.2 Maintain and enhance existing rail facili-

ties, and integrate applicable transportation modes, such as

trucking, to serve businesses that rely on rail facilities.

Policies

P1. The City shall require land dedication for grade separations on key

arterials and other roadways as a condition of approval for compa-

nies that utilize the rail facilities.

P2. The City shall discourage new rail users and expansion of existing

rail users on the Chino Line in the downtown area.

P3. The City shall continue to work with railway operators to imple-

ment the rail lines shown in Figure TRA-4A.

Actions

A1. Conduct a study to examine and prioritize currently unprotected or

minimally protected rail crossings.

Goal TRA-4 Maximize the efficiency of the existing trans-

portation network throughout Chino with the

use of Intelligent Transportation Systems (ITS)

strategies.

Objective TRA-4.1 Utilize ITS strategies to improve transpor-

tation operations.

Policies

P1. The City shall continue to support ITS applications currently oper-

ating in San Bernardino County and the City, and review new

technology as it becomes available.

P2. The City shall support the expansion of new ITS applications that

increase the efficiency of the vehicle network, increase coordina-

tion and reduce the need for additional capacity.




TRA-48

P3. The City shall collaborate with transit providers, neighboring juris-

dictions, and regional agencies to prioritize and maximize transit

mobility along transit priority streets in Chino. Improvements

could include installing transit signal priority, queue jump lanes at

congested intersections, and/or exclusive bus lanes.

Objective TRA-4.2 Utilize ITS strategies to expand use of

carpooling, ridesharing, and taxis.

Policies

P1. The City shall collaborate with transit providers, neighboring juris-

dictions, and regional agencies to explore the feasibility of using

ITS applications to expand participation in carpooling and rides-

haring.

Goal TRA-5 Facilitate safe, active and comfortable com-

mutes to and from school for Chino’s school

children.

Objective TRA-5.1 Increase the proportion of Chino school

children who walk, bicycle, use public transportation and carpool

to and from school.

Policies

P1. The City shall work with the Chino Valley Unified School District,

neighborhood associations, and Parent Teacher Associations

(PTAs) to facilitate the creation of “walking school buses,” “bike

trains” and carpools for commuting to and from Chino schools.

“Walking school buses” and “bike trains” are led by at least two re-

sponsible adults, one in front and one in back, to assist younger

children in safely walking and biking to school.

P2. The City shall work with the Chino Valley Unified School District,

the Police Department, neighborhood associations, and PTAs to




TRA-49

initiate pedestrian and bicycle safety training and workshops in

Chino schools.

P3. The City shall work with the Chino Valley Unified School District

to identify schools and nearby recreational facilities that need addi-

tional bicycle parking and prioritize development of those facilities.

Actions

A1. In coordination with the Chino Valley Unified School District,

parent teacher organizations, neighborhood associations, and the

school community, develop a Suggested Routes to School plan for

at least the area within 1.5 miles of each school. The plan shall

designate recommended Suggested Routes to School for walking,

bicycling and public transportation that include continuous street

sidewalk and pathway connections, controlled street crossings, and

comfortable separation between pedestrians and vehicle traffic. It

will also identify and prioritize areas that are in need of further in-

vestment, such as new sidewalks, sidewalk repairs, crosswalks and

signals, curb cuts, lighting and signage.

A2. In coordination with the Chino Valley Unified School District and

the Police Department, develop traffic flow and parking policies

for areas around schools. These policies must consider all forms of

transportation.

A3. Work with the State of California Office of Traffic Safety to obtain

Safe Routes to School or other funding for the priority invest-

ments identified in the Suggested Routes to School plans.

Objective TRA-5.2 Reduce the incidence of traffic collisions

involving pedestrians and bicyclists in school zones and along

recommended routes to schools.

Policies

P1. The City of Chino shall review existing conditions and prioritize

pedestrian improvements, crosswalks, bicycle facilities, and traffic

calming projects in Chino public school zones and along recom-

mended routes to schools.




TRA-50

P2. The City and Police Department shall prioritize traffic enforce-

ment activities around schools to improve the safety of pedestrian

and bicycle travel to schools.

Goal TRA-6 Improve the convenience, intuitiveness, and

safety of Chino’s street network.

Objective TRA-6.1 Foster connectivity in the Chino street

system.

Policies

P1. The City shall require streets in proposed new development and

redevelopment projects to be designed with a grid, modified grid,

or small block pattern within the City’s arterial street network to

facilitate traffic flow and provide multiple connections to arterials.

These street patterns shall minimize dead-ends and cul-de-sacs for

motorized vehicles to the extent possible. Where not possible

streets will provide pedestrian and bicycle connections even if no

through auto access is provided.

P2. New neighborhoods should be physically connected to one anoth-

er via a series of roadways and pedestrian paths, and all residents

should be within a short walk or drive of retail and other services.

P3. The City shall develop continuous pedestrian and bicycle connec-

tions between neighborhoods and to destinations such as schools,

shopping, and parks.

P4. Street networks in new neighborhoods shall be configured in a

manner that helps to promote mobility by vehicles, transit, bicy-

cles, and pedestrians, while maintaining access to adjacent neigh-

borhoods by all such modes of transportation.

Objective TRA-6.2 Reduce the incidence of traffic collisions,

personal injuries, property damage and casualties among users of

Chino’s transportation system.




TRA-51

Policies

P1. The City shall continue to review pedestrian, bicycle and traffic

safety on Chino’s residential streets as well as at critical intersec-

tions.

P2. Based on engineering analysis and judgment, the City shall enhance

the safety of pedestrians, bicyclists and traffic operations in Chino

through creation of dedicated left turn lanes, and review of existing

conditions, existing pavement markings and signage to enhance

traffic control on Chino streets, as well as the modifica-

tion/elimination of protected permissive phasing on all traffic sig-

nals.

Actions

A1. Periodically review policies, actions, and regulations to ensure that

the City is employing up-to-date techniques for providing Com-

plete Streets that accommodate all travel modes, ages, and abilities.

A2. Study individual accident locations, especially “hot spots” with

multiple accidents, and identify necessary upgrades to reduce the

incidence of accidents.

Objective TRA-6.3 Ensure that pedestrian facilities comply

with Americans with Disabilities Act (ADA) requirements.

Policies

P1. The City shall work to create barrier-free access throughout the

pedestrian network, particularly at hospitals, medical centers and

senior centers. This shall include approaches such as increased pe-

destrian cross times for the slower movement of elderly and disa-

bled residents (as allowed by State standards), construction of curb

ramps, installation of countdown pedestrian heads, and repair of

cracked or slanted sidewalks.

P2. During street work, sidewalks, crosswalks, and intersections should

be retrofitted to accommodate the disabled wherever possible.




TRA-52

Actions

A1. Develop an ADA Transition Plan which identifies locations and

funding commitments to provide access to public rights-of-way,

including curb cuts and other improvements targeted toward per-

sons with disabilities.

Goal TRA-7 Minimize the share of travel for single occu-

pancy vehicles in Chino.

Objective TRA-7.1 Develop and implement Transportation

Demand Management (TDM) programs in Chino.

Policies

P1. The City shall encourage employers of 100 or more full-time em-

ployees, as well as schools and other organizations, to develop

TDM plans to increase carpooling, and encourage the use of public

transportation, bicycling, and walking.

P2. The City shall encourage employers of 100 or more full-time em-

ployees to allow telecommuting (work at home) and flexible and al-

ternate work schedules to allow commuters to increase their use of

alternative forms of transportation, and to minimize congestion at

peak hours.

P3. The City shall encourage employers with 100 or more full-time

employees and major retailers to provide shuttle service from local

and transit intermodal facilities to the place of employment or

shopping center.

P4. The City shall require employers to offer more desirable on-site

parking space locations for carpools and vanpools.

P5. The City shall encourage employers to pay for transit passes for

their employees who agree not to drive to work, to implement flex-

ible work schedules, and to provide bike racks/storage and lock-

ers/showers for bicycle and walking commuters.




TRA-53

P6. The City shall encourage new industrial and commercial develop-

ments, the Chamber of Commerce, the school district, and large

employers to distribute promotional material concerning transit

ridership opportunities and services.

P7. The City shall require, as a condition of approval for new commer-

cial and industrial developments, the preparation and implementa-

tion of a Truck Travel Demand Management (TTDM) program.

Actions

A1. Initiate a Transportation Demand Management (TDM) program

for downtown Chino and other activity/employment centers with

higher-than-average travel demand, potentially including the fol-

lowing:

An incentive program to encourage carpooling to work.

Subsidized transit costs for City employees and other down-

town workers.

Disseminated information regarding the San Bernardino As-

sociated Governments ridesharing programs.

This TDM program should permit employers with 100 or more

full-time employees to pay a fee to participate in lieu of creating

their own TDM programs. Examine ways to give smaller employ-

ers incentives to participate in the program.

Goal TRA-8 Provide convenient and accessible parking to

support economic and social vitality in Chino.

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

parking.

Policies

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




TRA-54

P2. The City shall supply an adequate amount of handicapped parking

in proximity to civic, recreational, cultural, and commercial centers

in Chino, per ADA requirements.

P3. The City shall post information in public parking areas indicating

location, hours, and other parking regulations.

P4. The City shall encourage parking efficiencies wherever feasible, in-

cluding shared parking, off-site parking, tandem, valet, mechanical

stackers, and other methods to make the most efficient use of the

existing parking supply.

P5. The City shall provide directional signage to the locations of public

parking areas, especially in the downtown area.

Goal TRA-9 Foster public transit as an enjoyable, reliable,

safe, convenient, equitable, healthy, environ-

mentally-friendly and economical travel choice

in Chino.

Objective TRA-9.1 Increase the accessibility of public transit

stops for all Chino residents and workers.

Policies

P1. The City shall encourage and promote the development of passen-

ger rail service to the Chino Transit Center. This rail service

should connect Chino residents and workers to other Metrolink

stations.

P2. The City shall encourage the routing of buses to the Chino Air-

port, Chaffey College, and other major destinations to facilitate

transit access for workers, students, and airport passengers.

P3. To the extent feasible, transit stops shall have dedicated curbside

loading space, passenger shelters and amenities such as maps and

schedules (or real-time arrival information).




TRA-55

P4. New developments shall provide for transit and bicycle facilities

such as bus stops, bus bays, transit shelters, benches, on-site drop

off locations, bicycle racks, lockers and showers.

P5. The City shall recommend to transit providers increases in transit

service to areas targeted for redevelopment or concentrations of

transit-oriented development.

P6. The City shall work with transit providers to increase access to

transit stops, including prioritizing City street infrastructure im-

provements in locations that support pedestrian and bicycle access

to transit stops, as well as the Chino Transit Center.

Objective TRA-9.2 Increase the attractiveness and conven-

ience of public transportation choices in Chino.

Policies

P1. When appropriate and whenever possible, the City shall support

increased frequency and operational hours of public transit service.

P2. The City shall work with transit providers, including Omnitrans, to

identify opportunities to increase funding for public transportation

vehicles, equipment, and service provision in Chino. This could in-

clude collaborating on funding applications to regional, State, or

federal agencies, as well as supporting providers in identifying new

local sources.

P3. The City shall work with local transit agencies to evaluate and im-

plement where possible electronic payment systems, coordinated

schedules, and other measures that improve the ease of ridership

for passengers.

Actions

A1. Conduct a study to investigate the creation of a community bus,

consisting of a shuttle service servicing community centers and

linking the older and newer parts of the City.

A2. Conduct a study to investigate expanding taxi and carsharing ser-

vices in Chino as a way of expanding transportation choices.




TRA-56

A3. Study, together with local transit agencies, opportunities for transit-

preference, such as signal priority and timing on transit routes to

increase the speed and reliability of service; consider other

measures that improve the efficiency and attractiveness of the ser-

vice.

A4. Study demand along major public transit routes to determine de-

mand in key years through 2030 and collaborate with local transit

agencies to use the information to prioritize transit funding ex-

penditures.

Objective TRA-9.3 Encourage local public transportation op-

erators to provide a transit system that is safe for all users.

Policies

P1. The City shall work with local transit providers to review safety

enhancements around bus stops in Chino and routes used by pub-

lic transit patrons to access transit stops.

P2. The City shall work with transit providers to consider safety in the

location of transit stops, including locating them in places where

they will be visible to passers-by, homes, and businesses.

Goal TRA-10 Foster bicycling as a convenient, healthy and

environmentally-friendly travel choice in Chino.

Objective TRA-10.1 Increase the use of bicycle travel within

Chino.

Policies

P1. Libraries, schools, community centers, and other important com-

munity facilities in Chino shall have bicycle parking, including

racks and lockers as appropriate.




TRA-57

P2. The City shall require new development to provide off-street bicy-

cle parking per zoning standards, and shall review those standards

periodically to ensure that adequate bicycle parking is being pro-

vided.

P3. The City shall encourage employers of 100 or more full-time

equivalent employees to provide showers and lockers for bicycle

commuters.

P4. Incorporate bicycle paths/trails/facilities outside the street right-

of-way in all new development, consistent with the Bicycle Master

Plan.

Objective TRA-10.2 Increase the connectivity, safety and con-

venience of the bicycle network.

Policies

P1. The City shall enhance and improve bicycle connections between

neighborhoods, and between neighborhoods and significant desti-

nations such as parks, schools, transit stops and transit centers,

shopping centers, and employment centers.

P2. Where existing street width or traffic volumes do not support crea-

tion or maintenance of striped bicycle lanes, the City shall indicate

to both drivers and bicyclists that bicycle use is permitted and

should be expected through “sharrows”1 pavement markings,

“share the road” signage, or other mechanisms.

P3. The City shall evaluate proposed new development and re-

development projects to ensure that they include consideration of

connections to the Chino bicycle circulation system and provide

bicycle parking and other facilities for bicyclists, as appropriate to

the development type.

1 Sharrows are markings painted on roadways indicating that auto traffic is ex-

pected to share the lane with cyclists.




TRA-58

Actions

A1. Prepare a Bicycle Master Plan for the City of Chino that establishes

where and how the City’s bicycle network will be expanded, includ-

ing standards to guide review of roadway enhancements or other

changes to the roadway system. This plan should be consistent

with requirements for allocation of State Bicycle Transportation

Account funds and federal funding for bicycle improvements that

cannot be allocated without an approved Bicycle Master Plan. The

plan should also include criteria for funding prioritization of im-

provements.

A2. Develop maps or signage indicating local and regional bicycle

routes, including distances to key destinations, such as parks and

schools.

Goal TRA-11 Enhance the convenience, intuitiveness, and

safety of Chino’s pedestrian network.

Objective TRA-11.1 Increase the pedestrian share of travel

within Chino.

Policies

P1. Where appropriate, the City shall develop and implement traffic

calming measures such as narrower streets, pedestrian “bulb-outs”

(extended curbs at corners), four-way stops, and traffic circles on

Chino’s residential streets.

P2. The City shall require pedestrian-friendly traffic signal accessories,

such as “count-down” pedestrian signals and similar technologies

at all significant pedestrian crossings.

P3. Proposed new development and redevelopment projects shall in-

clude connections to the Chino pedestrian circulation system and

adhere to City design standards for sidewalks, trail systems, cross-

walks, and associated pedestrian infrastructure, following ADA re-

quirements.




TRA-59

P4. The City shall prioritize the development of safe, well-maintained

walking routes along creeks.

Actions

A1. Develop a Pedestrian Master Plan that evaluates the pedestrian

transportation system for discontinuities and prioritizes streetscape

improvements such as street trees, sidewalks, benches, planter

boxes, ADA access, trails and other amenities in existing neigh-

borhoods. Key pedestrian corridors and potential funding sources

to complete the Plan should be identified as part of the Plan.

A2. Develop a set of criteria for funding prioritization of planned pe-

destrian improvements, based on need/deficiency, anticipated de-

mand, anticipated cost/benefit ratio, geographic equity, and fund-

ing opportunity.

A3. Develop maps or signage indicating local and regional pedestrian

routes, including distances to key destinations, such as parks and

schools.

A4. Develop an ADA Transition Plan specifying a timeline and fund-

ing commitments to provide access to public rights-of-way, includ-

ing curb cuts and other improvements targeted toward persons

with disabilities.

Goal TRA-12 Increase the extent, connectivity and safety of

the equestrian trail network in Chino.

Objective TRA-12.1 Provide an enjoyable and safe equestrian

trail network within Chino.

Policies

P1. The City shall continue to support the development and mainte-

nance of neighborhood equestrian trails, which are intended to

serve local recreational needs.




TRA-60

P2. The City shall develop connections between existing public trails

and the public rights-of-way to form a trail network that can be

used to travel through the southern part of the City.

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

Objective TRA-13.1 Facilitate the continued operation of the

Chino Airport and LA/Ontario Airport.

Policies

P1. The City shall work with San Bernardino County and Los Angeles

World Airports to support the needs of the Chino Airport and to

ensure that it provides quality air transportation to Chino and sur-

rounding communities.

P2. The City shall work with transit providers to develop frequent and

convenient transit access to the Chino Airport and LA/Ontario

Airport.

Goal TRA-14 Reduce greenhouse gas emissions by reducing

vehicle miles traveled and by increasing or en-

couraging the use of alternative fuels and

transportation technologies.

Objective TRA-14.1 Review available transportation funding to

encourage a shift from single-occupancy vehicles to transit and

other modes of transportation.

Policies

P1. The City shall work with transit agencies to prioritize funding for

expanded transit service and transit service with lower emissions.




TRA-61

Objective TRA-14.2 Promote the use of low- and zero-

emission vehicles, and alternative fuels, and other measures that

directly reduce emissions from motor vehicles.

Policies

P1. The City shall encourage new construction to include vehicle ac-

cess to properly wired outdoor receptacles to accommodate zero

emission vehicles and/or plug in hybrids.

P2. The City shall encourage transportation fleet standards to achieve

the lowest emissions possible, using a mix of alternate fuels and

low- and zero-emission vehicles.

Actions

A1. Develop a City-wide strategy to encourage the use of alternate

fuels and low- and zero-emission vehicles, such as electric vehicle

charging locations, compressed natural gas facilities and conven-

iently located alternative fueling stations.

D. Indicators

The following trends are indicative of progress made in regards to the above poli-

cies. Each indicator is followed by the ideal direction of the trend.

Annual vehicle hours of delay:

Direction: Decrease

Number of signalized intersections with unacceptable vehicle congestion (LOS

E or F) during peak hours:

Direction: Decrease

Average emergency response times for public safety vehicles (police and fire):

Direction: No Increase

Percentage of school children who walk, bicycle, ride the bus or carpool to and

from school:

Direction: Increase




TRA-62

Number of bicycle and pedestrian collisions involving motor vehicles, as re-

ported in Statewide Integrated Traffic Records System (SWITRS) data:

Direction: Decrease

Percentage of residents commuting to work in single-occupancy vehicles:

Direction: Decrease

Annual ridership on local and regional bus lines and commuter rail lines:

Direction: Increase

Percentage of residents living within ¼-mile of a transit stop or retail business-

es:

Direction: Increase

Percentage of total miles of City arterial streets that have bike lanes:

Direction: Increase

Percentage of City streets with sidewalks:

Direction: Increase

Vehicle miles traveled per capita:

Direction: Decrease

Percentage of the City of Chino’s fleet comprised of alternative fuel vehicles:

Direction: Increase

Miles of public trails, paths, and paseos in Chino:

Direction: Increase

Commute mode share (percentage) that is not single-passenger vehicle:

Direction: Increase

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